JP2010146174A - Driving support apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support apparatus that lays out a plurality of vehicles in such a way that decelerating action matching the drivers' preferences is taken. <P>SOLUTION: The driving support apparatus includes a reception means for receiving information about the vehicle drivers' preferences for deceleration, a comparison means for comparing the plurality of vehicle drivers about their preferences for deceleration, and a layout determination means for determining the layout of the plurality of vehicles based on the result of comparison by the comparison means. Preferably, among the plurality of vehicles, the vehicles driven by the drivers who prefer early deceleration timings are positioned at the rear. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device.

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

In some driving assistance devices, a plurality of vehicles are optimally arranged according to the purpose, and the plurality of vehicles are driven in a vehicle group. For example, the device described in Patent Document 1 determines the order of vehicles based on a travel plan including acceleration / deceleration of each vehicle in order to reduce wasteful energy consumption caused by deceleration, and arranges a plurality of vehicles in a row. Let it run. The order is such that the deceleration in deceleration control is large (that is, a vehicle with a slow start timing of deceleration control is preceded).
JP 2008-204094 A JP-A-10-293899

  If multiple vehicles traveling in a vehicle group stop due to the above alarm output or temporary stop, etc., if there is a driver who decelerates slowly by stepping on the brake at an early timing, it will be abrupt Some drivers slow down. Therefore, when a driver's vehicle that steps on the brake at an early timing is in front of a plurality of vehicles, the subsequent vehicle also needs to step on the brake at an earlier timing, and a driver who steps on the brake at a later timing feels stressed. In order to solve this problem, it is necessary to arrange a plurality of vehicles in consideration of the deceleration behavior of the driver of each vehicle. However, in the above-described apparatus, the order of a plurality of vehicles is determined based on the deceleration of the travel plan for each vehicle.

  Then, this invention makes it a subject to provide the driving assistance apparatus which can arrange | position a some vehicle so that the deceleration action suitable for a driver | operator's preference can be taken.

  A driving support device according to the present invention includes a receiving unit that receives information on a vehicle driver's preference for deceleration, a comparing unit that compares deceleration preferences for a plurality of vehicle drivers, and a comparing unit. It is provided with the arrangement | positioning determination means which determines arrangement | positioning of several vehicles based on a comparison result.

  In this driving support device, information on the driver's deceleration preference is received by the receiving means for each vehicle. And in a driving assistance device, the preference of deceleration about the driver of a plurality of vehicles is compared by a comparison means. Further, in the driving support device, the arrangement determining unit determines the arrangement of the plurality of vehicles based on the comparison result of the preference of deceleration of the drivers of the plurality of vehicles. As described above, in the driving support device, by arranging the vehicles in consideration of the deceleration preference for the drivers of the plurality of vehicles, when the plurality of vehicles decelerate with a red signal or the like, the driver of each vehicle Can take a slowdown action that suits their tastes. As a result, each driver does not feel stress when decelerating.

  Note that the preference for deceleration is, for example, the preference for timing to start deceleration earlier or the timing to start deceleration later, or the preference of moderateness of whether to decelerate suddenly or moderately. There is sex. The arrangement of the plurality of vehicles is an arrangement including the positional relationship between the vehicles, the positional relationship between the left and right vehicles, and the distance between the vehicles before and after.

  In the driving support apparatus of the present invention, it is preferable that the arrangement determining means arranges a driver's vehicle that prefers an early deceleration timing among a plurality of vehicles behind.

  In this driving support device, by disposing a driver's vehicle that prefers an early deceleration timing at the rear, when the plurality of vehicles decelerate, the driver of the rear vehicle takes a deceleration action, and from the rear vehicle to the front Deceleration starts in sequence to the vehicle. As a result, a driver who prefers slow deceleration timing can start deceleration at his own timing and does not feel stress.

  In the driving assistance apparatus of the present invention, the driver's preference for deceleration is estimated based on the assistance level set by the driver in the driving assistance that operates according to the relative positional relationship with the preceding vehicle.

  In this driving assistance device, the driver's deceleration preference is estimated by estimating the driver's deceleration preference based on the assistance level set by the driver in the driving assistance that operates according to the relative positional relationship with the preceding vehicle. Preference can be estimated with high accuracy. Note that driving assistance that operates according to the relative positional relationship with the preceding vehicle includes, for example, inter-vehicle distance control. In the case of inter-vehicle distance control, a driver who sets a long inter-vehicle distance as a target inter-vehicle distance tends to prefer gentle deceleration, and a driver who sets a short inter-vehicle distance tends to prefer sudden deceleration. is there.

  In the driving support device of the present invention, the driver's preference for deceleration is estimated based on the driver's past deceleration behavior.

  In this driving support device, the driver's preference for deceleration can be estimated with high accuracy by estimating the driver's preference for deceleration based on normal deceleration behavior. A driver who prefers slow deceleration at an early timing usually starts deceleration at a position away from the stop line and performs deceleration with a small deceleration. On the other hand, a driver who likes sudden deceleration at a late timing usually starts deceleration at a position close to the stop line and decelerates at a large deceleration.

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

  In the present invention, by arranging the vehicles in consideration of the preference of deceleration for the drivers of a plurality of vehicles, when the plurality of vehicles decelerate, the driver of each vehicle takes a deceleration action that suits the preferences. be able to.

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

  In the present embodiment, the driving support device according to the present invention is applied to a red signal approach warning device mounted on a vehicle. The red signal approach warning device according to the present embodiment uses infrastructure information from an optical beacon in order to prevent the vehicle from entering an intersection when the vehicle is in a red signal (stop signal) by infrastructure cooperative control. If the vehicle is predicted to be red when it enters the intersection, a warning is given to the driver. In particular, the red signal approach warning device according to the present embodiment has a plurality of vehicles (vehicle groups) capable of inter-vehicle communication so that each driver does not feel stress due to the deceleration when the plurality of vehicles decelerate. Has a function of determining the arrangement of. Here, a vehicle group in which a plurality of vehicles travel together may be formed, or at least a plurality of vehicles capable of inter-vehicle communication may be used. Assume that each of the plurality of vehicles is equipped with a red signal approach warning device according to the present embodiment. In the present embodiment, there are two forms, the first embodiment is a basic form of the vehicle group arrangement function, and the second embodiment is a vehicle limited to a case where it is necessary to stop at a red light. It is a form of group arrangement function. In the present embodiment, the red signal (stop signal) is red signal lighting (however, in the case of a traffic light with an arrow lamp signal, all lights are off), and a signal state other than this red signal is a progress permission signal. .

  With reference to FIG.1 and FIG.2, the red signal approach warning apparatus 1 which concerns on 1st Embodiment is demonstrated. FIG. 1 is a configuration diagram of a red signal approach warning device according to the present embodiment. FIG. 2 is a diagram illustrating an example of a stoppable curve according to the present embodiment.

  When the red signal approach warning device 1 predicts a red signal when the host vehicle enters the intersection, it notifies the driver that the traffic signal ahead becomes a red signal when the alarm start condition is satisfied. Prompt to stop. In particular, the red signal approach warning device 1 determines the vehicle arrangement in consideration of the preference of the deceleration timing for the drivers of a plurality of vehicles existing around the light beacon.

  The red signal approach warning device 1 includes a road-to-vehicle communication device 10, a vehicle-to-vehicle communication device 11, a vehicle speed sensor 12, a GPS [Global Positioning System] receiving device 13, a map database 14, a display 20, a speaker 21, and an ECU [Electronic Control Unit]. 31 is provided.

  In the first embodiment, the inter-vehicle communication device 11 corresponds to the receiving means described in the claims, and each process in the ECU 31 corresponds to the comparing means and the arrangement determining means described in the claims. .

  The road-to-vehicle communication device 10 is a device for communicating with a device that provides information from the infrastructure side (road side), and is a communication device for optical beacons. The road-to-vehicle communication device 10 includes an optical beacon antenna, a processing device, and the like, and transmits and receives information using near infrared rays from an optical beacon installed at a predetermined position before an intersection. In particular, when receiving, the road-to-vehicle communication device 10 receives a signal from the optical beacon in the downlink area by the optical beacon antenna. In the road-to-vehicle communication device 10, the processing device demodulates the received signal to extract downlink information, and transmits the downlink information to the ECU 31. When the roadside device is not an optical beacon, the road-vehicle communication device is a communication device according to the roadside device.

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

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

  The inter-vehicle communication device 11 is a device for communicating with other vehicles around the host vehicle. When the inter-vehicle communication device 11 receives the inter-vehicle transmission signal from the ECU 31, the inter-vehicle communication device 11 modulates information included in the inter-vehicle transmission signal, and transmits the modulated signal to vehicles existing within a predetermined distance. Further, when the inter-vehicle communication device 11 receives a signal from a vehicle existing within a predetermined distance, the received signal is demodulated to extract information, and the information is transmitted to the ECU 31 as an inter-vehicle reception signal. Each vehicle transmits at least information necessary for estimating the preference of the deceleration timing of the driver through inter-vehicle communication.

  The vehicle speed sensor 12 is a sensor that detects the vehicle speed. The vehicle speed sensor 12 detects the vehicle speed and transmits the detected vehicle speed to the ECU 31 as a vehicle speed signal.

  The GPS receiver 13 includes a GPS antenna, a processing device, and the like, and estimates the current position of the host vehicle. The GPS receiver 13 receives GPS signals from GPS satellites with a GPS antenna. In the GPS receiver 13, the processing device demodulates the GPS signal, and calculates the current position (latitude, longitude) of the host vehicle based on the demodulated information from each GPS satellite. The GPS receiver 13 transmits the current position of the host vehicle to the ECU 31 as a current position signal. When the navigation system is mounted on the vehicle, the GPS receiver of the navigation system is shared or the current position is acquired from the navigation system.

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

  The display 20 is an in-vehicle display that is shared with other systems. When the display 20 receives an alarm image signal from the ECU 31, the display 20 displays an image indicated by the alarm image signal.

  The speaker 21 is a vehicle-mounted speaker shared with other systems. When the speaker 21 receives an alarm sound signal from the ECU 31, the speaker 21 outputs sound according to the alarm sound signal.

  The ECU 31 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the red signal entry alarm device 1. The ECU 31 receives a signal from the road-to-vehicle communication device 10 when passing through the downlink area, receives a vehicle-to-vehicle reception signal from the vehicle-to-vehicle communication device 11 when there is a vehicle that can communicate with the periphery of the host vehicle, and Each signal is received from the sensor 12 and the GPS receiver 13. Then, the ECU 31 executes a red signal approach warning process, a vehicle group arrangement process, and the like based on each signal and information in the map database 14, and transmits each alarm signal to the display 20 and the speaker 21 when notifying the alarm. In addition, an inter-vehicle transmission signal is transmitted to the inter-vehicle communication device 11 as necessary.

  The red signal entry warning process will be described. When the ECU 31 acquires infrastructure information (particularly, signal cycle information) from the road-to-vehicle communication device 10, it determines whether a signal information utilization service (here, an alarm notification service based on red signal prediction) can be provided. As this determination method, infrastructure information (signal cycle information, etc.) and own vehicle information (vehicle speed information, etc.) by each sensor are normal information, whether the distance to the stop line is sufficient, and the signal time is sufficient Based on the route guidance information, it is determined whether or not the vehicle passes through a front intersection, whether or not the host vehicle is in a normal state, and the like. For example, in the case of signal cycle information, in the case of a sensitive signal, only one cycle of information can be obtained as described above. Since the lighting color when entering the intersection cannot be predicted, it is not possible to provide a signal information service.

  When the signal information use service can be provided, the ECU 31 automatically determines the stop line position information and signal cycle information from the road-to-vehicle communication device 10, the vehicle speed information from the vehicle speed sensor 12, and the current position information from the GPS receiver 13. Assuming that the vehicle has maintained the current vehicle speed, the lighting color of the traffic light when the host vehicle enters the intersection (especially when reaching the stop line) is predicted. Specifically, the ECU 31 calculates the remaining distance to the stop line based on the current position of the host vehicle and the stop line position, and the remaining distance until the stop line is reached based on the remaining distance and the current vehicle speed of the host vehicle. Calculate time. Then, the ECU 31 predicts the lighting color when reaching the stop line based on the remaining time and the signal cycle information. The prediction may be performed in consideration of other information such as the acceleration of the host vehicle.

  When the vehicle 31 predicts a red signal when entering the intersection, the ECU 31 is based on stop line position information from the road-vehicle communication device 10, vehicle speed information from the vehicle speed sensor 12, and current position information from the GPS receiver 13. To calculate the alarm timing. Specifically, the ECU 31 calculates the remaining distance to the stop line based on the current position of the host vehicle and the stop line position. Based on the remaining distance and the current vehicle speed, the ECU 31 calculates an alarm timing on the stoppable curve C when it is assumed that the host vehicle has maintained the current vehicle speed (see FIG. 2). The alarm timing may be calculated in consideration of other information such as the acceleration of the host vehicle.

  When the alarm timing is calculated, the ECU 31 calculates the alarm start condition (whether the current remaining distance of the host vehicle has reached the remaining distance indicated by the alarm timing) based on the alarm timing and the current remaining distance to the stop line. It is determined whether or not the above is satisfied.

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

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

  When the alarm start condition is satisfied, the ECU 31 generates an alarm sound and an alarm image for the red signal when entering the intersection, transmits the alarm image signal to the display 20 and transmits the alarm sound signal to the speaker 21.

  The vehicle group arrangement process will be described. The ECU 31 determines whether or not it is near a downlink area (that is, a signal service area for infrastructure cooperation) that can receive a signal from an optical beacon. As this determination, for example, by recording the reception area from the optical beacon that has passed in the past, the determination may be made from the reception history, or the downlink area of the optical beacon is stored in the map database 14. If stored, the information may be used for determination.

  In the case of the vicinity of the infrastructure cooperation signal service area, the ECU 31 determines whether or not there is an intersection (signal) that is to perform the signal information use service on the traveling route of the host vehicle. As this determination, for example, when a navigation system is installed, the determination may be made based on the travel route of the route guidance, or a past travel route (such as a return route, a commute route) is recorded. The determination may be made based on the past travel route.

  When there is a target intersection on the travel route of the host vehicle, the ECU 31 determines whether there is a vehicle capable of inter-vehicle communication around the host vehicle. As this determination, for example, an inter-vehicle communication device is mounted on another vehicle, and whether or not communication is possible with the inter-vehicle communication device (a signal is received by the inter-vehicle communication device 11). Whether or not it can be done). When there is no vehicle capable of inter-vehicle communication around the host vehicle, the ECU 31 ends the vehicle group arrangement process. In this case, there is no other vehicle to be arranged.

  When there is a vehicle capable of inter-vehicle communication in the vicinity of the own vehicle, the ECU 31 receives information on the vehicle around the own vehicle from the inter-vehicle communication device 11 (particularly, information necessary for estimating the deceleration timing of the driver). To get. Information necessary to estimate the driver's deceleration timing includes, for example, the driver's normal deceleration behavior (average distance from the deceleration start position to the stop line position, average deceleration during deceleration, average brake depression speed, There is a setting level of the target inter-vehicle distance by the driver in the inter-vehicle distance control, the setting timing by the driver in various driving assistances (especially stop assistance), and the like. When the preference of the driver's deceleration timing is estimated for each vehicle, the preference of the deceleration timing itself may be acquired from another vehicle instead of the information necessary for such estimation. In order to transmit the information on the own vehicle (information necessary for estimating the deceleration timing of the driver) to other surrounding vehicles, the ECU 31 uses the information on the own vehicle as an inter-vehicle transmission signal. 11 to send.

  Each time the ECU 31 decelerates (stops) with a red signal or the like, the brake depressing start position and stop line position, the time change in the vehicle speed, the time change in the brake pedal depression amount, and the like are recorded. The ECU 31 calculates the average distance from the deceleration start position to the stop line position, the average deceleration, the average brake depression speed, and the average brake depression amount based on these recorded data, and records those calculated values. Yes. Further, the ECU 31 also records the support timing set by the driver when the stop support device is installed, the target inter-vehicle distance set by the driver when the inter-vehicle distance control device is installed, and the like. . Incidentally, in order to estimate the preference of deceleration timing, at least information on the average distance from the deceleration start position to the stop line position is sufficient.

  The ECU 31 estimates the preference of the deceleration timing for each driver (including the driver of the host vehicle) based on information necessary for estimating the deceleration timing of the driver. For example, as the average distance from the deceleration start position to the stop line position is longer, the earlier deceleration timing is preferred, and as the stop support setting timing is earlier, the earlier deceleration timing is estimated as preference. And in ECU31, the preference of the deceleration timing of the driver | operator of a some vehicle is compared.

  In addition, when estimating the preference of the deceleration timing, at least one information of the above normal deceleration behavior, the setting timing in various driving assistances (especially stop assistance), and the setting level of the target inter-vehicle distance in the inter-vehicle distance control is If there is, it can be estimated, and more accurate estimation is possible by combining a plurality of pieces of information for estimation. In addition, estimation may be performed using other information.

  If there is no driver who prefers a faster deceleration timing ahead of the driver of the own vehicle, there is no vehicle that starts decelerating earlier than the own vehicle when decelerating, so the current vehicle arrangement (the own vehicle is behind) To maintain.

  When there is a driver who prefers a deceleration timing earlier than the driver of the own vehicle ahead, there is a vehicle that starts decelerating earlier than the own vehicle ahead when decelerating. Command to change the placement of. As this command, for example, when the vehicle immediately before the host vehicle is a driver's vehicle that prefers an early deceleration timing, the display 20 or the speaker 21 is used to pass the preceding vehicle over the driver of the host vehicle. Or a command for changing the lane or decelerating the vehicle ahead using the inter-vehicle communication. At this time, the front vehicle is notified that the arrangement is changed using inter-vehicle communication. Here, since the above-described arrangement change is performed in each vehicle capable of inter-vehicle communication, ultimately, among a plurality of vehicles capable of inter-vehicle communication, the vehicle of the driver who prefers an early deceleration timing. Located behind.

  And ECU31 acquires the infrastructure information received with the own vehicle from the road-vehicle communication apparatus 10, and performs a red signal approach warning process using the infrastructure information.

  The following conditions should be taken into account when changing the arrangement of the vehicle. The conditions include whether the distance between vehicles is sufficient, whether it is easy to change lanes (number of lanes, presence of unrelated vehicles, vehicle speed, etc.), whether the distance to the stop line is sufficient, Whether acceleration or deceleration is necessary.

  With reference to FIGS. 1-2, the operation | movement in the red signal approach warning apparatus 1 is demonstrated. In particular, the vehicle group arrangement process in the ECU 31 will be described with reference to the flowchart of FIG. FIG. 3 is a flowchart showing a flow of vehicle group arrangement processing in the ECU according to the first embodiment.

  When the own vehicle enters the downlink area before the intersection, the road-to-vehicle communication device 10 receives infrastructure information and the like from the optical beacon and transmits the infrastructure information to the ECU 31. When a signal is transmitted from another vehicle existing within a predetermined distance, the inter-vehicle communication device 11 receives various information from the other vehicle and transmits the various information to the ECU 31.

  The vehicle speed sensor 12 detects the vehicle speed of the host vehicle and transmits a vehicle speed signal to the ECU 31 at regular intervals. The GPS receiver 13 receives GPS information from each GPS satellite, calculates a current position based on the GPS information, and transmits a current position signal to the ECU 31. The ECU 31 receives these signals and acquires information on the host vehicle.

  When the vehicle group arrangement process is executed, the ECU 31 determines whether or not it is near the signal service area for infrastructure cooperation based on the position information of the downlink area of the optical beacon (S10). When it is determined in S10 that it is not near the infrastructure cooperation signal service area, the ECU 31 ends the vehicle group arrangement process.

  If it is determined in S10 that the vicinity is the signal service area for infrastructure cooperation, the ECU 31 determines whether or not there is a target intersection on the travel route of the host vehicle by using a travel route for route guidance of the navigation. S11). When it determines with there being no object intersection in S11, ECU31 complete | finishes a vehicle group arrangement | positioning process.

  If it is determined in S11 that there is a target intersection, the ECU 31 determines whether there is a vehicle capable of inter-vehicle communication around the host vehicle (S12). When it is determined in S12 that there is no vehicle capable of vehicle-to-vehicle communication, the ECU 31 acquires infrastructure information through road-to-vehicle communication in the road-to-vehicle communication device 10 (S18), and uses the infrastructure information to enter a red signal. Alarm processing is performed (S19).

  When it is determined in S12 that there is a vehicle capable of vehicle-to-vehicle communication, the ECU 31 decelerates the driver of each vehicle (may be a plurality of vehicles) present around the host vehicle through vehicle-to-vehicle communication in the vehicle-to-vehicle communication device 11. Information necessary for estimating the preference of timing is acquired (S13). And ECU31 estimates the preference of deceleration timing based on the information required in order to estimate the preference of deceleration timing for every driver | operator of the several vehicle containing the own vehicle, and the deceleration of the driver | operator of several vehicles The preference of timing is compared (S14).

  The ECU 31 determines whether there is a driver who prefers a deceleration timing earlier than the driver of the host vehicle among the drivers of the plurality of vehicles (S15). When it is determined in S15 that there is a driver who prefers an earlier deceleration timing than the driver of the own vehicle, the ECU 31 changes the arrangement of the driver's vehicle that prefers the earlier deceleration timing behind the own vehicle. (S16). As a result, the host vehicle overtakes the vehicle. The same vehicle arrangement change is performed in each vehicle capable of inter-vehicle communication, and the vehicle of the driver who prefers an early deceleration timing is arranged rearward. Then, the ECU 31 determines whether or not there is a driver who prefers a deceleration timing earlier than the driver of the host vehicle ahead (S17). If it is determined in S17 that there is a driver who prefers a deceleration timing earlier than that of the driver of the host vehicle, the ECU 31 returns to the process of S16.

  If it is determined in S15 that there is no driver who prefers an earlier deceleration timing than the driver of the host vehicle, or if there is no driver who prefers an earlier deceleration timing than the driver of the host vehicle in S17. When it determines, ECU31 acquires infrastructure information by the road-vehicle communication in the road-vehicle communication apparatus 10 (S18). Then, the ECU 31 performs a red signal entry warning process using the infrastructure information (S19).

  When the red signal entry warning process is executed, the ECU 31 determines whether or not the signal cycle information use service is possible based on the acquired infrastructure information and the like. When it is determined that the signal information use service is not possible, the ECU 31 ends the process for the traffic signal ahead.

  When it is determined that the signal information use service is possible, the ECU 31 predicts the lighting color when the host vehicle enters the intersection based on the infrastructure information (stop line position information, signal cycle information), vehicle speed information, and current position information. Then, it is determined whether or not there is a red signal when entering the intersection. When it determines with the lighting color at the time of an intersection approach not being a red signal, ECU31 complete | finishes the process with respect to a traffic signal ahead.

  When the lighting color at the time of entering the intersection is determined to be a red signal, the ECU 31 calculates an alarm timing based on infrastructure information (stop line position information), vehicle speed information, and current position information. Then, the ECU 31 determines whether or not an alarm start condition is satisfied based on the alarm timing. When it is determined that the alarm start condition is satisfied, the ECU 31 generates an alarm sound or an alarm image, transmits the alarm image signal to the display 20 and transmits the alarm sound signal to the speaker 21. When this alarm image signal is received, the display 20 displays an alarm image. In addition, when the warning sound signal is received, the speaker 21 outputs a warning sound.

  According to this red signal approach warning device 1, by disposing the vehicle rearward so as to prefer the early deceleration timing for the drivers of the plurality of vehicles, when the plurality of vehicles decelerate, from the driver of the rear vehicle Deceleration action is taken, and deceleration starts in order from the vehicle behind to the vehicle ahead. As a result, a driver who prefers slow deceleration timing can start deceleration at his own timing and does not feel stress.

  Further, according to the red signal approach warning device 1, the driver's usual deceleration action (stop action), stop assistance setting timing, the target inter-vehicle distance setting distance, and the like are estimated. By doing so, the preference of deceleration timing can be estimated with high accuracy.

  With reference to FIG.1 and FIG.2, the red signal approach warning apparatus 2 which concerns on 2nd Embodiment is demonstrated. In addition, in the red signal approach warning device 2, the same code | symbol is attached | subjected about the structure similar to the red signal approach warning device 1 which concerns on 1st Embodiment, and the description is abbreviate | omitted.

  Compared with the red signal approach warning device 1 according to the first embodiment, the red signal approach warning device 2 has a preference for the deceleration timing of the driver only when it is determined that it is necessary to stop at the red signal. The only difference is that the vehicle placement change is based. Therefore, this point will be described in detail.

  The red signal approach warning device 2 includes a road-vehicle communication device 10, a vehicle-vehicle communication device 11, a vehicle speed sensor 12, a GPS receiver 13, a map database 14, a display 20, a speaker 21, and an ECU 32.

  In the second embodiment, each process in the ECU 32 corresponds to a comparison unit and an arrangement determination unit described in the claims.

  The ECU 32 is an electronic control unit including a CPU, a ROM, a RAM, and the like, and comprehensively controls the red signal entry alarm device 2. The ECU 32 executes a red signal entry warning process, a vehicle group arrangement process, and the like, similar to the ECU 31 according to the first embodiment, but a part of the vehicle group arrangement process is different. Therefore, a different point of the vehicle group arrangement process will be described in detail.

  The vehicle group arrangement process will be described. The ECU 32 determines whether or not the road-to-vehicle communication device 10 has received a signal (particularly infrastructure information) from an optical beacon. When received, the ECU 32 determines whether or not there is a target intersection (signal) on the travel route of the host vehicle by the same processing as the ECU 31 according to the first embodiment, and the target of the target on the travel route. When there is an intersection, it is determined whether or not there is a vehicle capable of vehicle-to-vehicle communication around the own vehicle.

  When there is a vehicle capable of vehicle-to-vehicle communication around the host vehicle, the ECU 32 provides information on the vehicle around the host vehicle from the vehicle-to-vehicle communication device 11 (particularly, information necessary for estimating the deceleration timing of the driver, Information necessary for predicting whether to stop at a red light). Information necessary for predicting whether to stop at a red light is the current vehicle speed, the current position, and the like. For stop position information and signal cycle information, infrastructure information acquired by the host vehicle is used. In order to transmit information on the own vehicle (information necessary for estimating the driver's deceleration timing, information necessary for predicting whether to stop at a red signal, etc.) to other nearby vehicles, the ECU 32 Then, the vehicle information is transmitted to the inter-vehicle communication device 11 as an inter-vehicle transmission signal.

  In the ECU 32, the lighting color of the traffic light when the host vehicle enters the intersection when it is assumed that the host vehicle maintains the current vehicle speed based on the stop line position information, the signal cycle information, the current vehicle speed of the host vehicle, and the current position. And whether or not the prediction is a red signal is determined. This prediction method uses the prediction method in the red signal approach warning process described in the first embodiment. When it is determined that the vehicle is red when it enters the intersection (when it is necessary to stop at the red signal), the ECU 32 determines stop line position information, signal cycle for each other vehicle in the vicinity (particularly, the preceding vehicle). Based on the information and the current vehicle speed and current position of the other vehicle, if it is assumed that the other vehicle has maintained the current vehicle speed, the lighting color of the traffic light when the other vehicle enters the intersection is predicted. Determine whether or not. Here, when the own vehicle does not need to stop at a red signal, the own vehicle does not decelerate, and therefore, the vehicle arrangement is not changed. In addition, the host vehicle needs to stop at a red signal, but if there is no other vehicle (especially the preceding vehicle) that needs to stop at a red signal, only the host vehicle decelerates. Do not make any changes.

  When another vehicle also determines that it is a red signal when entering the intersection (when at least one vehicle (particularly, the preceding vehicle) needs to stop at a red signal in addition to the host vehicle), the ECU 32 For each driver of a plurality of vehicles (including the own vehicle) that need to stop by a signal, the preference of the deceleration timing is estimated based on information necessary for estimating the deceleration timing of the driver. Then, the ECU 32 compares the preference of the deceleration timing of the drivers of a plurality of vehicles that need to stop at the red signal.

  Subsequent processing is the same as the processing in the vehicle group placement processing of the ECU 31 according to the first embodiment, and thus description thereof is omitted.

  With reference to FIGS. 1-2, the operation | movement in the red signal approach warning apparatus 2 is demonstrated. In particular, the vehicle group arrangement process in the ECU 32 will be described with reference to the flowchart of FIG. FIG. 4 is a flowchart showing a flow of a vehicle group arrangement process in the ECU according to the second embodiment. Here, only the operation of the vehicle group arrangement function different from the operation in the red signal approach warning device 1 according to the first embodiment will be described.

  When the vehicle group arrangement process is executed, the ECU 32 determines whether infrastructure information has been received (S30). If it is determined in S30 that the infrastructure information has not been received, the ECU 32 ends the vehicle group arrangement process.

  If it is determined in S30 that the infrastructure information has been received, the ECU 32 determines whether there is a target intersection on the traveling route of the host vehicle (S21). When it determines with there being no object intersection in S21, ECU32 complete | finishes a vehicle group arrangement | positioning process.

  If it is determined in S21 that there is a target intersection, the ECU 32 determines whether there is a vehicle capable of inter-vehicle communication around the host vehicle (S22). When it is determined in S22 that there is no vehicle capable of inter-vehicle communication, the ECU 32 performs a red light entry warning process using the acquired infrastructure information (S29).

  When it is determined in S22 that there is a vehicle capable of inter-vehicle communication, the ECU 32 estimates the preference of the deceleration timing of the driver of each vehicle existing around the own vehicle by inter-vehicle communication in the inter-vehicle communication device 11. Therefore, information necessary for prediction and information necessary for predicting whether to stop at a red light are acquired (S23). Then, the ECU 32 determines whether or not the own vehicle needs to stop at a red signal, and when it is determined that the own vehicle needs to stop at a red signal, the other vehicle (particularly, the preceding vehicle) is red. It is determined whether or not it is necessary to stop by a signal (S24). If it is determined in S24 that a plurality of vehicles including the host vehicle need not stop at a red signal, the ECU 32 ends the vehicle group arrangement process.

  When it is determined in S24 that a plurality of vehicles including the host vehicle need to stop at a red signal, the ECU 32 needs information for estimating the preference of the deceleration timing for each driver of the plurality of vehicles. The preference of the deceleration timing is estimated based on the above, and the preference of the deceleration timing of the driver of the plurality of vehicles is compared (S25).

  The ECU 32 determines whether or not there is a driver who prefers a deceleration timing earlier than the driver of the host vehicle among the drivers of the plurality of vehicles (S26). If it is determined in S26 that there is a driver who prefers an earlier deceleration timing than the driver of the own vehicle, the ECU 32 changes the arrangement of the driver's vehicle that prefers the earlier deceleration timing behind the own vehicle. (S27). Then, the ECU 32 determines whether or not there is a driver who prefers a deceleration timing earlier than the driver of the host vehicle ahead (S27). If it is determined in S27 that there is a driver who prefers a deceleration timing earlier than that of the driver of the host vehicle, the ECU 32 returns to the process of S27.

  If it is determined in S26 that there is no driver who prefers an earlier deceleration timing than the driver of the host vehicle, or if there is no driver who prefers an earlier deceleration timing than the driver of the host vehicle in S28. If the determination is made, the ECU 32 performs a red signal entry warning process using the acquired infrastructure information (S29).

  According to this red signal approach warning device 2, it has the same effect as the red signal approach warning device 1 according to the first embodiment. In particular, since the red signal approach warning device 2 changes the vehicle arrangement only when a plurality of vehicles including the own vehicle need to stop at a red signal, only the effective vehicle arrangement change can be performed.

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

  For example, in this embodiment, the present invention is applied to a vehicle group placement function in a red signal approach warning device that is mounted on a vehicle and performs driving support using information from the infrastructure side. It may be applied to a stop support device at a temporary stop line or a railroad crossing) or a vehicle group control device, or may be applied to an infrastructure (roadside) device. Moreover, you may apply to the other driving assistance apparatus which does not utilize infrastructure information. In the present embodiment, each of a plurality of vehicles forming the vehicle group is configured to be equipped with a red signal approach warning device having a vehicle group placement function, but only one of the plurality of vehicles forming the vehicle group is configured. May be equipped with a device having a vehicle group arrangement function, and a command may be issued from the vehicle to another vehicle.

  Further, in the present embodiment, the preference for the timing to start deceleration is set as the preference for deceleration, but other deceleration preferences such as the degree of slowness when performing deceleration may be used.

  Further, in the present embodiment, the arrangement of the vehicle changes the positional relationship between the front and rear of the vehicle. However, the arrangement may change the left and right positions of the vehicle, or may change the distance between the front and rear vehicles. For example, when the driver of the front vehicle prefers gentler deceleration than the driver of the own vehicle, the inter-vehicle distance between the front vehicle and the own vehicle is changed to a distance shorter than usual. Further, when the driver of the preceding vehicle prefers a quicker deceleration than the driver of the own vehicle, the inter-vehicle distance between the preceding vehicle and the own vehicle is changed to a longer distance than usual.

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

It is a block diagram of the red signal approach alarm device which concerns on this Embodiment. It is a figure which shows an example of the stop possible curve which concerns on this Embodiment. It is a flowchart which shows the flow of the vehicle group arrangement | positioning process in ECU which concerns on 1st Embodiment. It is a flowchart which shows the flow of the vehicle group arrangement | positioning process in ECU which concerns on 2nd Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 2 ... Red signal approach warning device, 10 ... Road-to-vehicle communication device, 11 ... Vehicle-to-vehicle communication device, 12 ... Vehicle speed sensor, 13 ... GPS receiver, 14 ... Map database, 20 ... Display, 21 ... Speaker, 31, 32 ... ECU

Claims (5)

Receiving means for receiving information on the preference of deceleration of the driver of the vehicle;
A comparison means for comparing deceleration preferences for a plurality of vehicle drivers;
A driving support apparatus, comprising: an arrangement determining unit that determines an arrangement of a plurality of vehicles based on a comparison result of the comparing unit.   The driving support apparatus according to claim 1, wherein the arrangement determining unit arranges a vehicle of a driver who prefers an early deceleration timing among the plurality of vehicles.   3. The driver's preference for deceleration is estimated based on a support level set by the driver in driving support that operates according to a relative positional relationship with a preceding vehicle. Driving assistance device.   The driving support device according to claim 1, wherein the driver's preference for deceleration is estimated based on the driver's past deceleration behavior.   The driving support apparatus according to any one of claims 1 to 4, wherein the plurality of vehicles form a vehicle group that travels integrally.

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