JP2010152812A - Driving support apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support apparatus for inhibiting a driver from taking an acceleration action by notifying the driver of information about a traffic light. <P>SOLUTION: The driving support apparatus for notifying the driver of information about the traffic light when the traffic light is present ahead of his/her own vehicle is provided with a traffic light information acquiring means for acquiring traffic light information, and an acceleration possibility determining means for determining the possibility that the driver accelerates, and delays timing for notifying the driver when the state of the traffic light shows a travel permission signal upon notification determination on the basis of the traffic light information acquired by the traffic light information acquiring means and when the acceleration possibility determining means determines that there is the possibility that the driver accelerates. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a driving support device that notifies a driver of information related to a traffic signal when a traffic signal is present in front of the host vehicle.

Some driving assistance devices perform a warning output to the driver before entering the intersection when a red signal (or a yellow signal) is predicted when the vehicle enters the intersection where a traffic signal exists. In the apparatus described in Patent Document 1, signal cycle information is obtained from an optical beacon or the like, a remaining green signal time is calculated based on this signal cycle information, and whether or not the intersection can be passed with this remaining green signal time is determined. If it is determined that the vehicle cannot pass, the driver is prompted to stop.
JP 2002-373396 A JP 2002-150484 A

  In the above-described apparatus, a stop is urged when a green light is currently lit (alarm output). In such a case, the driver predicts that it will soon turn into a red light and may take an acceleration action to pass the intersection before it turns into a red light. At this time, the driver feels impatient when the current vehicle speed is maintained but the current vehicle speed is changed to a red signal at the time of arrival at the intersection. Judging that there is still time before, it accelerates rapidly.

  Then, this invention makes it a subject to provide the driving assistance device which suppresses that a driver | operator takes acceleration action by notifying the information regarding a traffic signal.

  A driving support apparatus according to the present invention is a driving support apparatus that notifies a driver of information related to a traffic signal when there is a traffic signal in front of the host vehicle, the traffic signal information acquiring means for acquiring the traffic signal information, and the driver Accelerating possibility judging means for judging the possibility of acceleration of the vehicle, and when the signal status at the time of notification judgment is a progress permission signal based on the traffic signal information obtained by the traffic signal information obtaining means, the acceleration possibility judging means accelerates The timing of notifying the driver when it is determined that there is a possibility of being delayed is characterized.

  In this driving support apparatus, the information on the traffic signal existing ahead of the host vehicle is acquired by the traffic signal information acquiring means, and it is determined whether or not the driver is likely to accelerate by the acceleration possibility determining means. In the driving support device, based on the traffic signal information acquired by the traffic signal information acquisition means, it is determined whether or not the state of the traffic signal is a progress permission signal at the time of notification determination, and when it is a progress permission signal, acceleration is performed by the acceleration possibility determination means. When it is determined that there is a possibility, the timing for notifying the information on the traffic light is delayed. As described above, in the driving support device, when there is a possibility that the driver may accelerate at the time of the travel permission signal, the driver changes from the travel permission signal to the stop signal by delaying the timing of notifying the information on the traffic light. This can prevent the driver from taking acceleration action (including prevention). As a result, safety can be improved.

  In the case of a notification permission signal, at least a blue signal or a red signal may be lit with an arrow lamp signal indicating each direction of travel (possible straight, right or left), and a yellow signal is included in the travel permission signal. There is also. The stop signal includes at least a red signal (all light is turned off when there is an arrow lamp signal), and a yellow signal may be included in the stop signal. For notification of information related to traffic lights, for example, the predicted signal status (especially red signal) when the host vehicle enters an intersection is provided by voice or display, information is output, alarm output or alarm output, and the current signal status is voiced or displayed. There is information provision. To delay the notification timing, for example, a pattern that delays notification until it is determined that there is no possibility of acceleration after it is determined that there is a possibility of acceleration, a predetermined time after it is determined that there is a possibility of acceleration There are patterns to notify and patterns to not notify.

  A driving support apparatus according to the present invention is a driving support apparatus that notifies a driver of information related to a traffic signal when there is a traffic signal in front of the host vehicle, the traffic signal information acquiring means for acquiring the traffic signal information, and the driver Accelerating possibility judging means for judging the possibility of acceleration of the vehicle, and when the signal status at the time of notification judgment is a progress permission signal based on the traffic signal information obtained by the traffic signal information obtaining means, the acceleration possibility judging means accelerates It is characterized in that the driver is not notified when it is determined that there is a possibility of doing so.

  In this driving support apparatus, the information on the traffic signal existing ahead of the host vehicle is acquired by the traffic signal information acquiring means, and it is determined whether or not the driver is likely to accelerate by the acceleration possibility determining means. In the driving support device, based on the traffic signal information acquired by the traffic signal information acquisition means, it is determined whether or not the state of the traffic signal is a progress permission signal at the time of notification determination, and when it is a progress permission signal, acceleration is performed by the acceleration possibility determination means. When it is determined that there is a possibility, information on traffic lights is not notified. Thus, in the driving support device, when there is a possibility that the driver may accelerate at the time of the progress permission signal, information on the traffic light is not notified, and therefore it is predicted that the driver changes from the progress permission signal to the stop signal. It is possible to reliably prevent the driver from taking acceleration action.

  In the above-described driving support device of the present invention, the acceleration possibility determination means is configured such that the acceleration required for the host vehicle to pass the intersection before the traffic signal at the intersection in front of the host vehicle switches to the stop signal is equal to or less than the threshold value. It may be configured to determine that there is a possibility of acceleration.

  The driver feels stress for accelerations that are abrupt or larger than usual accelerations, so there is a high possibility that the driver will not perform accelerations that feel such stress, but lower accelerations ( In other words, there is a high possibility of performing acceleration without feeling stress. Therefore, in the driving support device, when the acceleration required to pass through the intersection before switching to the stop signal is below the threshold (when the driver can pass through the intersection before switching to the stop signal with acceleration without feeling stress), It can be determined that the driver may accelerate. Note that the threshold value is a threshold value for determining acceleration that causes the driver to feel stress (for example, acceleration that is steeper or larger than usual acceleration).

  The driving support apparatus according to the present invention includes an accelerator pedal detecting means for detecting whether or not the accelerator pedal is depressed, and a brake pedal detecting means for detecting whether or not the brake pedal is depressed, and an acceleration possibility determining means. Detects that the accelerator pedal is depressed by the accelerator pedal detection means or detects that the accelerator pedal is depressed by the accelerator pedal detection means and then detects that the brake pedal is depressed by the brake pedal detection means It is good also as a structure which judges that there is a possibility of accelerating when not doing.

  When the driver is operating the accelerator or placing his feet on the accelerator pedal, the driver is likely to accelerate as necessary. Therefore, in the driving assistance device, if it is detected that the accelerator pedal is stepped on, or if it is not detected that the brake pedal is stepped on after detecting that the accelerator pedal is stepped on, the driver may accelerate. It can be judged that there is.

  In the driving support apparatus of the present invention, driving behavior storage means for storing the driving behavior of the driver of the host vehicle is provided, and the acceleration possibility judging means is the normal driving behavior of the driver stored in the driving behavior storage means. It is good also as a structure which judges whether there exists a possibility of accelerating based on.

  From the driver's normal driving behavior, it is possible to determine whether the driver has a strong tendency to accelerate, whether the driver is driving poorly, or the vehicle speed during normal driving. Therefore, the driving support device can determine whether or not the driver is likely to accelerate based on the accumulated data of the past driving behavior of the driver.

  The driving support apparatus according to the present invention includes a travel environment acquisition unit that acquires a surrounding travel environment from the host vehicle to a traffic signal ahead, and the acceleration possibility determination unit is based on the travel environment acquired by the travel environment acquisition unit. It may be configured to determine whether or not there is a possibility of acceleration.

  It is possible to determine whether it is a situation where acceleration is easy or a situation where acceleration is difficult (including a situation where acceleration is not possible) depending on the surrounding traveling environment from the host vehicle to the traffic signal ahead. Therefore, the driving support device can determine whether or not the driver is likely to accelerate based on the surrounding traveling environment from the host vehicle to the traffic signal ahead.

  In the driving support device of the present invention, the travel environment acquisition means is road environment acquisition means for acquiring at least one of the climbing slope, the curve radius, and the road width of the road on which the vehicle connected to the front intersection is traveling, The acceleration possibility determination means determines whether or not there is a possibility of acceleration based on at least one of the climbing gradient, the curve radius, and the road width of the road acquired by the road environment acquisition means.

  Acceleration is difficult when the climbing slope of the road leading to the intersection is large, but it is easy to accelerate when the climbing slope is small or downhill. In addition, acceleration is difficult when the curve radius is small, but acceleration is easy when the curve radius is large. In addition, acceleration is difficult when the road width is narrow, but acceleration is easy when the road is wide. Therefore, the driving support device can determine whether or not there is a possibility of acceleration based on at least one of the climbing gradient of the road connected to the intersection, the curve radius, and the road width.

  In the driving support apparatus according to the present invention, the traveling environment acquisition means is a forward vehicle detection means for detecting a forward vehicle of the host vehicle, and the acceleration possibility determination means is based on a detection result of the forward vehicle by the forward vehicle detection means. To determine if there is a possibility of acceleration.

  Although acceleration cannot be performed when a vehicle is present in front of the host vehicle, acceleration can be performed when a vehicle is not present in front. Therefore, the driving support device can determine whether or not there is a possibility of acceleration based on the detection result of the preceding vehicle.

  In the driving support apparatus of the present invention, the traveling environment acquisition means is a visual field detection means for detecting a visual field in front of the host vehicle, and the acceleration possibility determination means can be accelerated based on the visual field detected by the visual field detection means. Judge whether there is sex.

  When the visibility of the front of the host vehicle is good and the traffic light in front can be seen, the driver may accelerate if the visible traffic light is in the progress permission signal. However, when the visibility of the front of the host vehicle is poor and the traffic light in front cannot be seen, the driver is not likely to accelerate because the driver does not know the state of the traffic light. Therefore, the driving support device can determine whether or not the driver may accelerate based on the field of view ahead of the host vehicle.

  In the driving support apparatus of the present invention, the acceleration possibility determination means may determine whether or not there is a possibility of acceleration based on the state of the traffic light at the time of notification determination.

  The driver may accelerate if the current traffic light state is a progress permission signal, but may not accelerate if the current traffic light state is a stop signal. Therefore, the driving support device can determine whether or not the driver is likely to accelerate based on the state of the traffic light at the time of notification determination.

  In the present invention, when there is a possibility that the driver may accelerate at the time of the progress permission signal, it is possible to suppress the driver from taking acceleration action by delaying the timing of notifying the information related to the traffic light.

  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 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 this Embodiment is demonstrated. FIG. 1 is a configuration diagram of a red signal approach warning device according to the present embodiment. FIG. 2 is a diagram illustrating an example of a stoppable curve according to the present embodiment.

  When the red signal approach warning device 1 predicts a red signal when the host vehicle enters the intersection, it notifies the driver that the traffic signal ahead becomes a red signal when the alarm start condition is satisfied. Prompt to stop. In particular, in the red signal approach warning device 1, even if the warning start condition is satisfied in order to prevent the driver from performing rapid acceleration to pass through the intersection before switching to the red signal based on the notification, When it is determined that the driver is likely to accelerate, the notification is set in a standby state.

  The red signal approach warning device 1 includes a road-to-vehicle communication device 10, a front camera 11, a millimeter wave radar 12, an accelerator pedal sensor 13, a brake pedal sensor 14, a vehicle speed sensor 15, a GPS [Global Positioning System] receiving device 16, and a map database 17. , A display 20, a speaker 21, and an ECU [Electronic Control Unit] 30.

  In the present embodiment, the road-to-vehicle communication device 10 corresponds to the traffic signal information acquisition means described in the claims, and the road-to-vehicle communication device 10, the front camera 11, the millimeter wave radar 12, and the map database 17 are claimed. The road-to-vehicle communication device 10 and the front camera 11 correspond to the field-of-view detection means described in the claims, and the millimeter wave radar 12 corresponds to the front described in the claims. The road-vehicle communication device 10 and the map database 17 correspond to the road environment acquisition means described in the claims, and the accelerator pedal sensor 13 corresponds to the accelerator pedal detection means described in the claims. The brake pedal sensor 14 corresponds to the brake pedal detection means described in the claims, and the processing in the ECU 30 can be accelerated. Corresponding to the judgment means.

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

  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.

  In addition to the shape of the road, the road shape information may include information such as the curve radius (curvature), gradient, road width, and number of lanes of the road. In addition to the intersection shape information and stop line position information, the intersection information may include information such as buildings around the intersection, pedestrian bridges, and three-dimensional intersections.

  The front camera 11 is a camera that photographs the front of the host vehicle, and is a near-infrared camera that can photograph even when the surroundings are dark, such as at night. The front camera 11 is attached to the front center of the host vehicle. The front camera 11 captures near-infrared light in front of the host vehicle, and generates a near-infrared image based on light and shade according to the strength of the near-infrared light. This near-infrared image is composed of a near-infrared image of a frame every certain time (for example, 1/30 second). And in the front camera 11, the near-infrared image of each flame | frame is transmitted to ECU30 as an image signal for every fixed time. The camera may be an invisible camera or a visible camera other than near infrared rays.

  The millimeter wave radar 12 is a radar for detecting an object (in particular, a vehicle) ahead of the host vehicle using millimeter waves. The millimeter wave radar 12 is attached to the front center of the host vehicle. The millimeter wave radar 12 transmits the millimeter wave forward while scanning the millimeter wave in a horizontal plane, and receives the reflected millimeter wave. The millimeter wave radar 12 transmits the millimeter wave transmission / reception data to the ECU 30 as a radar signal.

  The accelerator pedal sensor 13 is a sensor that detects the amount of operation of the accelerator pedal operated by the driver (for example, the amount of depression, the angle of depression, or ON / OFF of whether or not it has been depressed). The accelerator pedal sensor 13 detects an operation amount of the accelerator pedal, and transmits the operation amount to the ECU 30 as an accelerator operation amount signal.

  The brake pedal sensor 14 is a sensor that detects the amount of operation of the brake pedal operated by the driver. The brake pedal sensor 14 detects an operation amount of the brake pedal, and transmits the operation amount to the ECU 30 as a brake operation amount signal.

  The vehicle speed sensor 15 is a sensor that detects the vehicle speed of the host vehicle. The vehicle speed sensor 15 detects the vehicle speed and transmits the detected vehicle speed to the ECU 30 as a vehicle speed signal.

  The GPS receiver 16 includes a GPS antenna, a processing device, and the like, and detects the current position of the host vehicle. The GPS receiver 16 receives GPS signals from GPS satellites with a GPS antenna. In the GPS receiver 16, 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 16 transmits the current position of the host vehicle to the ECU 30 as a current position signal. When the navigation system is mounted on the vehicle, the GPS receiver of the navigation system is shared or the current position is acquired from the navigation system.

  The map database 17 is configured in a predetermined area of the storage device, and stores road information, intersection information, and the like. The road information includes shape information of each road, curve radius, gradient, road width, number of lanes, and the like. The intersection information may include information such as buildings around the intersection, a footbridge, and a three-dimensional intersection in addition to the intersection shape information. The map database 17 may also store an optical beacon downlink area. In addition, when a navigation system is mounted on a vehicle, a map database of the navigation system is used.

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

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

  The ECU 30 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the red signal entry alarm device 1. The ECU 30 receives a signal from the road-vehicle communication device 10 when passing through the downlink area, and at every predetermined time, the front camera 11, the millimeter wave radar 12, the accelerator pedal sensor 13, the brake pedal sensor 14, the vehicle speed sensor 15, and the GPS receiver 16 Each signal is received from. Then, the ECU 30 executes each process based on these signals and information in the map database 17, and transmits each alarm signal to the display 20 and the speaker 21 when the alarm notification is permitted.

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

  When the signal information use service can be provided, the ECU 30 automatically determines the stop line position information and signal cycle information from the road-to-vehicle communication device 10, the vehicle speed information from the vehicle speed sensor 15, and the current position information from the GPS receiver 16. Assuming that the vehicle has maintained the current vehicle speed, the lighting color of the traffic light when the host vehicle enters the intersection (especially when reaching the stop line) is predicted. Specifically, the ECU 30 calculates the remaining distance to the stop line based on the current position of the host vehicle and the stop line position, and the remaining distance until the stop line is reached based on the remaining distance and the current vehicle speed of the host vehicle. Calculate time. Then, the ECU 30 predicts the lighting color when reaching the stop line based on the remaining time and the signal cycle information. The prediction may be performed in consideration of other information such as the acceleration of the host vehicle.

  When the vehicle 30 predicts a red signal when entering the intersection, the ECU 30 is based on stop line position information from the road-to-vehicle communication device 10, vehicle speed information from the vehicle speed sensor 15, and current position information from the GPS receiver 16. To calculate the alarm timing. Specifically, the ECU 30 calculates the remaining distance to the stop line based on the current position of the host vehicle and the stop line position. Based on the remaining distance and the current vehicle speed, the ECU 30 calculates an alarm timing on the stoppable curve C when it is assumed that the host vehicle has maintained the current vehicle speed (see FIG. 2). The alarm timing may be calculated in consideration of other information such as the acceleration of the host vehicle.

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

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

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

  When the alarm start condition is satisfied, the ECU 30 determines whether or not the current lighting color is a red signal based on the signal cycle information from the road-vehicle communication device 10. When the current lighting color is a red signal, the ECU 30 immediately determines that an alarm is necessary, generates an alarm sound or an alarm image for the red signal at the time of entering the intersection, transmits the alarm image signal to the display 20, and outputs an alarm audio signal. Is transmitted to the speaker 21.

  When the current lighting color is not a red signal, the ECU 30 determines whether or not the driver may accelerate if the driver notifies the driver that the traffic light ahead is in a red signal when entering the intersection. Judgment is made and a notification permission judgment is made as to whether or not alarm notification is allowed. Here, as a determination method, a determination method based on acceleration that feels stress, a determination method based on an accelerator situation, a determination method based on a driving tendency of a driver, a determination method based on a surrounding traveling environment from the own vehicle to an intersection, a traffic light Methods will be described as five determination methods based on the current lighting color. The ECU 30 performs notification permission determination using at least one of the five determination methods. In the case of using a plurality of determination methods, for example, a weight is set for each determination, and each determination result is added with a weight to form one determination parameter, and determination is performed based on the determination parameter.

  A determination method based on acceleration that feels stress will be described. The driver feels stress for acceleration higher than that in normal driving, and the possibility of such high acceleration is low. Therefore, when a high acceleration that feels stress is required to pass through the stop line before switching to the red light, the driver is not likely to perform such a high acceleration, and thus notification of an alarm is permitted. On the other hand, if high acceleration that feels stress is required to pass through the stop line before switching to the red light, the driver may perform acceleration to that extent, so that notification of an alarm is not permitted.

Specifically, the ECU 30 calculates the remaining time Tr until switching to a red signal based on the signal cycle information from the road-vehicle communication device 10. Further, the ECU 30 calculates the remaining distance D to the stop line based on the stop line position information from the road-to-vehicle communication device 10 and the current position information of the host vehicle from the GPS receiver 16. Then, the ECU 30 substitutes the remaining time Tr, the remaining distance D, and the current vehicle speed V into the equation (1), and passes through the stop line before switching to the red signal from the equation (1) in which these values are substituted. The necessary acceleration A is calculated.

  Then, the ECU 30 determines whether or not the calculated acceleration A is greater than or equal to the acceleration Amax at which stress is felt. The acceleration Amax at which stress is felt is preset by an experiment or the like. When the acceleration A is equal to or higher than the acceleration Amax at which stress is felt, the ECU 30 permits notification. On the other hand, when the acceleration A is less than the acceleration Amax at which stress is felt, the ECU 30 does not permit notification.

  Note that the acceleration Amax that feels stress may be a value that changes according to the current vehicle speed, age, sex, and the like, and a table that shows the acceleration Amax that feels stress for each value of these parameters is prepared in advance. For example, the lower the vehicle speed, the higher the acceleration Amax at which stress is felt because stress is not felt even when high acceleration is applied. The lower the age, the higher the acceleration Amax at which stress is felt because stress is not felt even if high acceleration is applied. Since males do not feel stress even if they give higher acceleration than females, acceleration Amax at which stress is felt is increased. Further, the acceleration Amax at which stress is felt may be a value that changes in consideration of the accelerator situation. For example, when an accelerator operation is being performed or when a foot is placed on the accelerator pedal, the driver has a strong acceleration tendency, so the acceleration Amax for feeling stress is increased. When the brake operation is being performed or when the foot is placed on the brake pedal, the acceleration time Amax for feeling stress is lowered because there is a troublesome time to change to the accelerator pedal and troublesome steps.

  A determination method based on the accelerator state will be described. When the driver performs an accelerator operation or places his feet on the accelerator pedal, the driver has a strong acceleration tendency and is likely to accelerate. On the other hand, when the driver is operating the brake or placing his foot on the brake pedal, the driver has a strong tendency to decelerate and is unlikely to accelerate. Therefore, when a brake operation is being performed or when a foot is placed on the brake pedal, alarm notification is permitted. On the other hand, when the accelerator operation is performed or when the foot is placed on the accelerator pedal, the alarm notification is not permitted.

  Specifically, the ECU 30 determines whether or not the accelerator is being operated, whether or not the brake is being operated based on the accelerator pedal operation information from the accelerator pedal sensor 13 and the brake pedal operation information from the brake pedal sensor 14. / It is determined whether the last operation performed in the brake operation is an accelerator operation or a brake operation although it is not currently operated. When the accelerator is being operated, the ECU 30 does not permit notification. When the brake is being operated, the ECU 30 permits notification. When the last operation performed in the accelerator / brake operation is an accelerator operation, it is estimated that the driver is placing his foot on the accelerator pedal, and the ECU 30 does not permit notification. When the last operation performed in the accelerator / brake operation is a brake operation, it is estimated that the driver is putting his foot on the brake pedal, and the ECU 30 permits notification.

  A determination method based on the driving tendency of the driver will be described. The driver's normal driving behavior shows a tendency that the acceleration tendency is strong or weak, the normal vehicle speed is high or low, and the driving is rough or gentle. From these driving trends, if the driver can predict that it will soon switch to a red light when it is green, it can be inferred whether it will accelerate to pass through the green light, so allow the notification of warnings. judge. When using this determination method, it is necessary to record the driver's usual driving behavior or to record only the driving tendency preliminarily estimated from the driving behavior. A case where a database (not shown) is provided will be described.

  Specifically, the ECU 30 does not permit notification when it is determined that the acceleration tendency is strong with a green light, based on the time series data of acceleration when there is a traffic light ahead recorded in the driving behavior database, If it is determined that the deceleration tendency is strong after switching to the yellow signal, notification is permitted. Further, the ECU 30 calculates the normal vehicle speed based on the time series data of the vehicle speed recorded in the driving behavior database, and determines whether or not the current vehicle speed from the vehicle speed sensor 15 is lower than the normal vehicle speed. . When the current vehicle speed is lower than the normal vehicle speed, it is determined that there is no resistance to increasing the vehicle speed above the current vehicle speed, and the ECU 30 does not permit notification. On the other hand, if the current vehicle speed is higher than the normal vehicle speed, it is determined that there is resistance to increasing the vehicle speed above the current vehicle speed, and the ECU 30 permits notification. Further, the ECU 30 determines that the normal driving behavior is rough (the vehicle speed is large, the acceleration changes drastically, etc.) based on the time-series data of the vehicle speed and the time-series data of the acceleration recorded in the driving behavior database. If it is determined, the notification is not permitted. If it is determined that the normal driving behavior is gentle, the notification is permitted. Here, although an example of the determination based on the driving behavior of the driver is shown, the determination may be performed by combining these, or the determination may be performed by only one, or other driving behavior is used. Determination may be performed.

  During normal driving, the ECU 30 corresponds to the time series data of the vehicle speed, the time series data of the acceleration, and the time series data when there is a traffic light ahead in the driving behavior database configured in a predetermined area of the storage device. Record the lighting color and the distance to the stop line. This driving behavior database corresponds to the driving behavior recording means described in the claims.

  A determination method based on the surrounding traveling environment from the host vehicle to an intersection with a traffic signal ahead will be described. The traveling environment includes a prospect for an intersection (in particular, whether or not a traffic light can be seen from the own vehicle side), a situation of a road connected to the intersection during traveling of the own vehicle, and the presence or absence of a vehicle ahead of the own vehicle. Since it is possible to determine whether or not the vehicle can be accelerated depending on the traveling environment, the alarm notification is not permitted when the vehicle can be accelerated, and the alarm notification is permitted when the vehicle cannot be accelerated or is difficult to accelerate.

  Specifically, the ECU 30 has an outlook on the intersection based on information such as buildings around the intersection from the road-to-vehicle communication device 10, curve radius information before the intersection, and a captured image from the front camera 11. If it is determined whether it is good or not, the notification is not permitted, and if it is determined that the line of sight is bad (when the traffic light is not visible, it is not known whether the signal is green) Allow. The ECU 30 also facilitates acceleration based on road information (curve radius, gradient, road width, etc.) connected to the intersection from the road-vehicle communication device 10 and information on roads connected to the intersection recorded in the map database 17. Whether the road is easy to accelerate or not, the notification is not permitted. If the road is difficult to accelerate, the notification is permitted. Examples of roads that can be easily accelerated include roads with a large curve radius (straight lines or roads close to a straight line), roads with a small climb gradient, and roads with a wide road width. Examples of roads that are difficult to accelerate include roads with a small curve radius, roads with a large climb gradient, and roads with a narrow road width. Further, the ECU 30 determines whether or not there is a vehicle ahead based on the millimeter wave transmission / reception data from the millimeter wave radar 12. Allow notification if vehicle is present. Here, an example of the determination based on the driving environment around the intersection has been shown. However, the determination may be performed by combining them, or the determination may be performed using only one, or other driving environment may be selected. The determination may be made by using.

  A determination method based on the current lighting color of the traffic light will be described. If the driver is notified that the traffic light ahead is currently a green light and is red when entering the intersection, the driver may accelerate to pass by the green light. On the other hand, even if the driver is notified that the traffic light ahead is a red signal when entering the intersection when the traffic light ahead is currently a red signal, the driver does not accelerate. Therefore, the alarm notification is not permitted when the current traffic light is in the green signal, and the alarm notification is permitted when the signal is not in the green signal. Alternatively, the alarm notification is not permitted when the current traffic light is in a green signal or a yellow signal, and the alarm notification is permitted in the case of a red signal. Alternatively, the alarm notification is not permitted when the current traffic light state is within N seconds after the start of the blue or yellow signal, and the alarm notification is permitted when the current signal is within N seconds after the start of the red or yellow signal.

  Specifically, the ECU 30 determines whether or not the current traffic light state is a green signal based on the signal cycle information from the road-vehicle communication device 10. In the case of a green signal, the ECU 30 does not permit notification. In cases other than the green signal, the ECU 30 permits notification. Alternatively, the ECU 30 determines whether or not the current traffic light state is a blue signal or a yellow signal based on the signal cycle information. In the case of a green signal or a yellow signal, the ECU 30 does not permit notification. In the case of a red signal, the ECU 30 permits notification. Alternatively, the ECU 30 determines, based on the signal cycle information, whether or not the current traffic light state is within N seconds after the start of the green signal or the yellow signal. If it is within N seconds after the start of the blue or yellow signal, the ECU 30 does not permit notification. In the case of N seconds after the start of the red signal or the yellow signal, the ECU 30 permits the notification.

  When the notification is permitted in the notification permission determination, there is no possibility or a low possibility that the driver will accelerate. Therefore, the ECU 30 performs a warning notification process in the same manner as described above.

  When notification is not permitted in the notification permission determination, there is a high possibility that the driver will accelerate. Therefore, the ECU 30 enters a standby state for notifying an alarm. In this case, when notification is permitted in the notification permission determination after a predetermined time, the ECU 30 performs an alarm notification process in the same manner as described above. On the other hand, if notification is not permitted in the notification permission determination until the stop line is reached, the ECU 30 does not notify the alarm.

  With reference to FIG.1 and FIG.2, the operation | movement in the red signal approach warning device 1 is demonstrated. In particular, the processing in the ECU 30 will be described along the flowchart of FIG. FIG. 3 is a flowchart showing the flow of processing in the ECU of FIG.

  When the own vehicle enters the downlink area before the intersection, the road-to-vehicle communication device 10 receives infrastructure information and the like from the optical beacon and transmits the infrastructure information to the ECU 30. The ECU 30 acquires infrastructure information (particularly signal cycle information and intersection information) from the road-to-vehicle communication device 10 (S1).

  The front camera 11 images the front of the host vehicle and transmits an image signal to the ECU 30 at regular intervals. In the millimeter wave radar 12, the millimeter wave is transmitted while scanning in front of the host vehicle, and the reflected millimeter wave is received, and the radar signal is transmitted to the ECU 30. The accelerator pedal sensor 13 detects an operation amount of the accelerator pedal and transmits an accelerator operation amount signal to the ECU 30. The brake pedal sensor 14 detects an operation amount of the brake pedal and transmits a brake operation amount signal to the ECU 30. The vehicle speed sensor 15 detects the vehicle speed of the host vehicle and transmits a vehicle speed signal to the ECU 30. The GPS receiver 16 receives GPS information from each GPS satellite, calculates a current position based on each GPS information, and transmits a current position signal to the ECU 30. The ECU 30 receives these signals and acquires information about the host vehicle and information about the host vehicle (S2).

  The ECU 30 determines whether or not the signal cycle information use service is possible based on the acquired infrastructure information and own vehicle information (S3). If it is determined in S3 that the signal information use service is not possible, the ECU 30 ends the process for the traffic signal ahead.

  When it is determined in S3 that the signal information use service is possible, the ECU 30 turns on when the host vehicle enters the intersection based on infrastructure information (stop line position information, signal cycle information), vehicle speed information, and current position information. A color is predicted (S4), and it is determined whether or not there is a red signal when entering the intersection (S5). When it determines with the lighting color at the time of approaching an intersection not being a red signal in S5, ECU30 complete | finishes the process with respect to a traffic signal ahead.

  When it is determined in S5 that the lighting color at the time of entering the intersection is a red signal, the ECU 30 calculates an alarm timing based on the infrastructure information (stop line position information), the vehicle speed information, and the current position information (S6). Then, the ECU 30 determines whether or not an alarm start condition is satisfied based on the alarm timing (S7). If it is determined in S7 that the alarm start condition is not satisfied, the ECU 30 returns to the process of S2 because an alarm is not yet required.

  If it is determined in S7 that the alarm start condition is satisfied, the ECU 30 determines whether or not the current lighting color of the traffic signal ahead is a red signal based on the infrastructure information (signal cycle information) (S8). If it is determined that the signal is a red signal in S8, the ECU 30 generates an alarm sound or an alarm image, transmits the alarm image signal to the display 20, and transmits the alarm sound signal to the speaker 21 (S12). 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.

  If it is determined in S8 that the signal is not a red signal, the ECU 30 performs an alarm notification permission determination using the above-described determination method (S9), and determines whether to permit the notification (S10). When it is determined in S10 that the notification is not permitted (when the driver predicts that the driver will soon switch to a red signal and there is a possibility of acceleration), the ECU 30 waits for the notification (S11). Return to processing. In this case, the notification of the alarm is not performed unless the notification is permitted until the end.

  When it is determined in S10 that the notification is permitted (when there is no possibility of acceleration by the driver even when the notification is made or there is almost no possibility of the acceleration), the ECU 30 generates an alarm sound or an alarm image, and the alarm image A signal is transmitted to the display 20 and an alarm sound signal is transmitted to the speaker 21 (S12). 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, when there is a possibility that the driver may accelerate at the time of the travel permission signal, the driver waits to notify the information that is a red signal when entering the intersection, It is possible to prevent the red light from being predicted soon, and to suppress (prevent) the driver from taking acceleration action (particularly sudden acceleration). As a result, safety can be improved.

  Further, in the red signal approach warning device 1, a determination method based on acceleration that feels stress, a determination method based on an accelerator situation, a determination method based on a driving tendency of a driver, a determination method based on a surrounding traveling environment from the host vehicle to an intersection By determining whether there is a possibility of acceleration by the determination method based on the current lighting color of the traffic light (whether or not to allow notification of an alarm), the possibility of acceleration by the driver is increased. The accuracy can be determined.

  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 the present embodiment, when the vehicle is predicted to be a red signal when entering the intersection, it is applied to a red signal approach alarm device that outputs a warning by voice output or image display to the driver. May be applied to other devices (for example, notification of current signal information). As a notification method, only one of audio output and image display may be used, or notification may be performed by another method.

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

  In the present embodiment, the signal information is acquired by receiving the infrastructure information from the optical beacon. However, the signal information may be acquired by another method.

  Further, in the present embodiment, five determination methods are shown as the notification permission determination method for determining the possibility of acceleration by the driver and determining the notification permission of the alarm. However, a method other than the five determination methods is used. May be.

  Further, in the present embodiment, five determination methods are shown as notification permission determination methods, and all the sensors necessary to implement the five methods are provided. However, the front camera, millimeter wave radar, accelerator pedal are provided. The sensor, the brake pedal sensor, the map database, and the driving behavior database may be configured to include only necessary ones according to the notification permission determination method that is actually performed.

  In this embodiment, the notification timing is delayed by putting the notification in a standby state until it is determined that there is no possibility of acceleration after it is determined that there is a possibility of acceleration. Notification may be made after a predetermined time since it is determined that there is, or no notification may be made if it is determined that there is a possibility of acceleration.

  In this embodiment, millimeter wave radar is applied as the forward vehicle detection means, but other means such as a camera may be applied.

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 process in ECU of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Red signal approach warning device, 10 ... Road-to-vehicle communication device, 11 ... Front camera, 12 ... Millimeter wave radar, 13 ... Accelerator pedal sensor, 14 ... Brake pedal sensor, 15 ... Vehicle speed sensor, 16 ... GPS receiver, 17 ... Map database, 20 ... Display, 21 ... Speaker, 30 ... ECU

Claims (10)

A driving assistance device that notifies a driver of information related to a traffic light when a traffic light is present in front of the host vehicle,
Traffic signal information acquisition means for acquiring traffic signal information;
Accelerating possibility judgment means for judging the possibility of acceleration by the driver,
Based on the traffic signal information acquired by the traffic signal information acquisition means, the driver is notified when the state of the traffic signal at the time of notification determination is a progress permission signal and when the acceleration possibility determination means determines that there is a possibility of acceleration. A driving support device characterized by delaying timing. A driving assistance device that notifies a driver of information related to a traffic light when a traffic light is present in front of the host vehicle,
Traffic signal information acquisition means for acquiring traffic signal information;
Accelerating possibility judgment means for judging the possibility of acceleration by the driver,
The driver is not notified when the state of the traffic light at the time of notification determination based on the traffic signal information acquired by the traffic signal information acquisition means is a progress permission signal and the acceleration possibility determination means determines that there is a possibility of acceleration. A driving support device characterized by that.   The acceleration possibility determination means may accelerate if the acceleration required for the host vehicle to pass the intersection is less than or equal to the threshold before the traffic light at the intersection in front of the host vehicle switches to the stop signal. The driving support device according to claim 1, wherein the driving support device is determined. An accelerator pedal detecting means for detecting whether or not the accelerator pedal is depressed;
Brake pedal detection means for detecting whether or not the brake pedal is depressed,
The acceleration possibility determining means is the brake pedal detecting means when detecting that the accelerator pedal is depressed by the accelerator pedal detecting means or after detecting that the accelerator pedal is depressed by the accelerator pedal detecting means. The driving support device according to any one of claims 1 to 3, wherein it is determined that there is a possibility of acceleration when it is not detected that the brake pedal has been depressed. Provided with driving behavior storage means for storing the driving behavior of the driver of the own vehicle;
The said acceleration possibility judgment means judges whether there exists a possibility of accelerating based on the normal driving action of the driver memorize | stored in the said driving action memory | storage means. Item 5. The driving support device according to any one of items 4 to 6. A traveling environment acquisition means for acquiring a surrounding traveling environment from the own vehicle to a traffic light ahead,
6. The acceleration determination unit according to any one of claims 1 to 5, wherein the acceleration possibility determination unit determines whether or not there is a possibility of acceleration based on the traveling environment acquired by the traveling environment acquisition unit. The driving support device according to 1. The travel environment acquisition means is a road environment acquisition means for acquiring at least one of an ascending slope, a curve radius, and a road width of a road on which the vehicle connected to a front intersection is traveling,
The acceleration possibility determination means determines whether or not there is a possibility of acceleration based on at least one of a road climb gradient, a curve radius, and a road width acquired by the road environment acquisition means. The driving support device according to claim 6. The traveling environment acquisition means is a forward vehicle detection means for detecting a forward vehicle of the host vehicle,
The driving support apparatus according to claim 6, wherein the acceleration possibility determination means determines whether or not there is a possibility of acceleration based on a detection result of the preceding vehicle by the preceding vehicle detection means. The traveling environment acquisition means is a visual field detection means for detecting a visual field in front of the host vehicle,
The driving support apparatus according to claim 6, wherein the acceleration possibility determination unit determines whether or not there is a possibility of acceleration based on the field of view detected by the field of view detection unit.   The said acceleration possibility judgment means judges whether there exists a possibility of accelerating based on the state of the traffic light at the time of notification judgment, The any one of Claims 1-9 characterized by the above-mentioned. Driving assistance device.

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