JP2011070358A - Lighting condition determination system of traffic signal, and travel support system of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform determination of a lighting condition of a traffic signal which is safe at an intersection and fits to the intention of a driver. <P>SOLUTION: A lighting condition determination system (1) of the traffic signal includes: means to determine the lighting condition of the traffic signal having red, yellow and green lamps, and an arrow lamp and detect the lighting condition (3 and 10); and a means to determine, when the yellow lamp lights up along with the arrow lamp, a lamp of the yellow concerned to be the lamp of green or red (10) based on the lighting condition before and after lighting timing of the lamp of the yellow. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a technical field of a traffic light lighting state determination system capable of determining a lighting state of a traffic light and a vehicle driving support system including the traffic light lighting state determination system.

  In this type of vehicle driving support system, there is one that learns the behavior of a vehicle at an intersection and supports driving of the driver according to the learning content. That is, the behavior of the vehicle is controlled based on the travel history at the past intersections. Since such driving support is performed based on the driver's own past driving history, it is possible to support the behavior of the vehicle at the intersection safely and naturally (that is, without making the driver feel uncomfortable). Yes.

  For example, Patent Document 1 discloses a technique for providing driving support suitable for a lighting state of a traffic light by mounting a receiving device that receives information on the lighting state of the traffic light from a roadside device installed at an intersection. Has been.

  Patent Document 2 discloses a technique for changing the start timing of driving support according to the traveling direction displayed by the arrow lamp when the traffic light installed at the intersection includes the arrow lamp.

Japanese Patent Application No. 2004-252718 Japanese Patent Application No. 2009-042823

  In the above background art, it is said that driving assistance at an intersection can be suitably performed by recognizing the lighting state of a traffic light at a specific timing. However, since the lighting state of the traffic light changes every moment with the passage of time, even if the lighting state of the traffic light is grasped at the specific timing, the lighting state changes when the vehicle actually reaches the intersection, There exists a problem that there exists a possibility that suitable driving assistance may not be implemented. For example, even if the lighting state of the traffic light is blue at a certain distance from the intersection, the lighting state may change to red when the vehicle approaches the intersection. In such a case, it is difficult to cope with the above-described technology that provides driving support based only on the lighting state at a certain timing. In particular, in the case of a traffic light equipped with an arrow lamp, the lighting cycle of the traffic light becomes complicated depending on the direction displayed by the arrow lamp, the lighting time, the number of arrow lamps, etc. It becomes even more prominent.

  The present invention has been made in view of such problems, for example. A traffic light lighting state determination system and a vehicle driving support system capable of realizing vehicle driving support safely and in accordance with the driver's intention at an intersection. The issue is to provide.

  In order to solve the above-described problems, a traffic light lighting state determination system according to the present invention is a traffic light lighting state determination system for determining a lighting state of a traffic light having red, yellow, and blue lamps and an arrow lamp. The lighting state detecting means for detecting the lighting state, and when the yellow lamp is lit in association with the arrow lamp, the lighting before and after the lighting timing of the yellow lamp that is lit incidentally Judgment means for judging that the yellow lamp that is lighted incidentally is the blue or red lamp based on the state.

  The traffic light lighting state determination system according to the present invention can determine the lighting state of a traffic light installed at an intersection. In the present invention, the traffic signal to be judged is a three-color (that is, red, yellow and blue) lamp that is the most basic component of the traffic signal, and the vehicle progresses independently or in conjunction with these lamps. It has an arrow lamp that can display possible directions. Here, the “lighting state” in the present invention refers to a lamp that is lit among various lamps (that is, including lamps of three colors (that is, red, yellow, and blue) and arrow lamps) included in the traffic light. When the number of lamps, types, and arrow lamps are lit, it is the display state of the traffic light defined by the displayed traveling direction. In addition, when the signal for pedestrians is provided in the traffic light, the presence or absence of the display and the display content may be included, or the remaining time until the red signal is turned on may be included.

  The lighting state detection means according to the present invention detects the lighting state of the traffic light. Here, “detect” means that the lighting state of the three-color lamp and the arrow lamp is read into the system. For example, it may be performed by analyzing an image captured from an in-vehicle camera or the like, or by receiving a signal from a roadside device installed as an infrastructure facility near an intersection and capable of transmitting information on the lighting state of the traffic light. In any case, the number and type of lamps that are lit are detected. In particular, when the arrow lamp is lit, the displayed traveling direction is also detected.

  The determination means according to the present invention, when the yellow lamp is lit accompanying the arrow lamp, based on the lighting state before and after the lighting timing of the yellow lamp that is lit incidentally, It is determined that the yellow lamp that is lighted incidentally is a blue or red lamp.

  Here, “when the yellow lamp is lit in association with the arrow lamp” means that the yellow lamp is lit before and after the timing when the arrow lamp is lit. Compared to a basic traffic light composed only of three color lamps, the traffic light targeted for the traffic light lighting state determination system according to the present invention is provided with an arrow lamp, so that its display pattern tends to be complicated. There is. In this type of traffic light, a yellow lamp may be turned on in order to imply that the arrow lamp will be turned on before the arrow lamp is turned on. Also, if the lighting of the arrow lamp ends suddenly, the driver who was going to drive according to the lighting contents of the arrow lamp will be forced to change the judgment suddenly. May turn on the instrument.

  Thus, when a yellow lamp is lit in association with an arrow lamp, the driver is based on what lighting state the traffic light is taking before and after the timing when the yellow lamp is lit. Should the vehicle continue to travel (ie, in this case, the driver interprets the accompanying yellow light as a substantially blue light) or should the vehicle stop and stop (ie this In this case, it is considered that the driver interprets a yellow lamp that is lighted incidentally as a red lamp). In the traffic light lighting state determination system according to the present invention, it is determined that the accompanying yellow lamp is a blue or red lamp based on the lighting state before and after the timing when the yellow lamp is turned on. Thus, in such a case, the determination can be made based on a criterion very close to the driver's feeling.

  As a supplementary explanation, the yellow light means that “the vehicle is basically impossible to travel, but may continue as it is when it is difficult to stop”. Whether or not the vehicle can proceed is left to the judgment of the driver. Therefore, in the situation where the yellow lamp is lit, it is necessary to determine whether the yellow lamp should be regarded as a blue or red lamp in consideration of various conditions such as the surrounding environment. There is. In the present invention, in particular, it is possible to determine whether a yellow lamp lit in association with an arrow lamp should be regarded as a substantially blue or red lamp depending on the lighting state at the timing before and after the lamp. .

  As described above, according to the traffic light lighting state determination system according to the present invention, even in a traffic light having a complicated lighting state because it includes an arrow lamp device, the lighting state is very close to the actual driver's feeling. Judgments can be made based on criteria. As a result, for example, when incorporated in a driving support system that can support the driving state of the vehicle based on the lighting state of the traffic light, it is possible to realize a safe driving support that is less uncomfortable for the driver.

  In one aspect of the traffic light lighting state determination system according to the present invention, the determination means includes the blue lamp in a period longer than the first threshold value before and after the timing when the accompanying yellow lamp is turned on. When the lamp is lit, it is determined that the yellow lamp that is incidentally lit is the blue lamp.

  According to this aspect, when a yellow lamp is lit in association with an arrow lamp, a blue lamp that means that the vehicle can travel before and after the timing when the yellow lamp is lit is provided. If the lamp is lit for a sufficiently long period, the yellow lamp is regarded as a substantially blue lamp. The yellow lamp means that “the vehicle is basically not allowed to travel, but if it is difficult to stop, it may proceed as it is”. If the blue lamp is lit, it is considered that the driver's intention is to intentionally advance the vehicle even in the yellow lamp. In this case, it is considered that it is contrary to the driver's intention to substantially regard the yellow lamp as a red lamp meaning that it is impossible to proceed.

  Here, when the blue lamp is turned on before and after the yellow lamp is turned on, it becomes a reference for determining whether or not the yellow lamp can be regarded as a substantially blue lamp. For example, when the blue lamp is lit for how long, the first threshold is a yellow lamp that is lit in association with the arrow lamp, and the driver of the vehicle has a substantially blue lamp. It is good to calculate by various methods such as experimental, theoretical or simulation by taking statistics about what to consider.

  Thus, according to this aspect, it is possible to determine the yellow lamp that is incidentally lit based on a criterion very close to the driver's intention.

  In another aspect of the traffic light lighting state determination system according to the present invention, the determination means includes the red lamp in a period longer than a second threshold value before and after the timing when the accompanying yellow lamp is turned on. When the lamp is lit, it is determined that the yellow lamp that is incidentally lit is the red lamp.

  According to this aspect, when a yellow lamp is lit in association with an arrow lamp, a red lamp that means that the vehicle cannot travel before and after the timing at which the yellow lamp is lit. When the lamp has been lit for a sufficiently long period, the yellow lamp is regarded as a substantially red lamp. The yellow lamp means that “the vehicle is basically impossible to travel, but if it is difficult to stop, it may proceed as it is”, and therefore, it cannot proceed before and after that. If the red lamp is lit, it is considered that the intention of the normal driver is to stop the progress of the vehicle and stop even in the yellow lamp. In this case, it is considered that it is contrary to the driver's intention to substantially regard the yellow lamp as a blue lamp meaning that it can proceed.

  Here, when the red lamp is turned on before and after the yellow lamp is turned on, it becomes a reference for determining whether or not the yellow lamp can be regarded as a substantially red lamp. For example, when the red lamp is lit for how long, the second threshold is a yellow lamp that is lit along with the arrow lamp, and the vehicle driver is substantially It is good to calculate by various methods such as experimental, theoretical or simulation by taking statistics about what to consider.

  Thus, according to this aspect, it is possible to determine the yellow lamp that is incidentally lit based on a criterion very close to the driver's intention.

  In another aspect of the traffic light lighting state determination system according to the present invention, the determination means may determine a state in which the arrow lamp is lit based on a traveling state of a vehicle traveling at an intersection where the traffic signal is installed. Then, it is determined that any one of the red, yellow and blue lamps is lit.

  According to this aspect, the lighting state of the arrow lamp is determined in consideration of the traveling state of the vehicle driven by the driver who recognizes the traffic light. Here, the “running state” means the behavior of the vehicle, for example, the position, speed, acceleration, steering angle, and traveling direction of the vehicle. Since the arrow lamp indicates the direction in which the vehicle can travel independently or in conjunction with the three-color lamp, the direction indicated by the arrow lamp, the lighting period of the arrow lamp, and the lighting of the arrow lamp The driver who recognizes the number and the like needs to interpret the arrow lamp appropriately according to the situation depending on the position, speed, acceleration, steering angle, traveling direction, and the like of the vehicle. In other words, the arrow lamp itself is a lamp different from the three-color lamp, but the driver is substantially free of the three-color lamp based on the lighting state of the arrow lamp and the running state of the vehicle. It is thought that it corresponds to which of the vessels. In this aspect, since it can be determined which of the three color lamps can be considered based on the running state, it is possible to carry out based on criteria very close to the driver's sense It is.

  In an aspect in which the lighting state of the arrow lamp device is determined based on the traveling state of the vehicle described above, the determination means turns on the arrow lamp device when the period during which the arrow lamp device is lighting is longer than a third threshold. It may be determined that the blue lamp is on during the period.

  According to this aspect, when the arrow lamp is lit for a sufficiently long period, it is determined that the arrow lamp is a substantially blue lamp. The lighting of the arrow lamp means “you may proceed in the displayed direction”, so for vehicles that are traveling in that direction, if the lighting period is long enough, it will be substantially blue. Can be regarded as equivalent to

  Here, the third threshold value serving as a reference for determining whether or not the arrow lamp device may be regarded as a blue lamp device is, for example, an actual time when the arrow lamp device is lit. It may be calculated by various experimental, theoretical or simulation methods by taking statistics on whether the driver regards the arrow lamp as a blue lamp.

  Thus, according to this aspect, it is possible to determine the lighting state of the arrow lamp device based on a criterion very close to the driver's intention.

  In this case, the determination means may determine that the yellow lamp is lit during the arrow lamp lighting period when the feedback in which the arrow lamp is lit is shorter than the third threshold.

  According to this aspect, when it cannot be said that the period during which the arrow lamp is in the store is sufficiently long, it is determined that the illuminated arrow lamp is a substantially yellow lamp. The lighting of the arrow lamp means “it may proceed in the displayed direction”, so even if the vehicle is going to travel in that direction, if the lighting period is short, it is substantially It can be regarded as equivalent to a yellow lamp.

  Further, the determination means may determine that the red lamp is lit during the period displayed by the arrow lamp when the direction indicated by the arrow lamp is different from the traveling direction of the vehicle. .

  According to this aspect, when the direction displayed by the arrow lamp device is different from the traveling direction of the vehicle, it is determined that the lighting arrow lamp device is substantially a red lamp device. Since the lighting of the arrow lamp means “you may travel in the displayed direction”, it can be regarded as substantially equivalent to a red lamp for vehicles with different traveling directions.

  In order to solve the above-described problem, the vehicle driving support system of the present invention travels on the traffic light lighting state determination system (including various aspects thereof) according to the present invention described above and an intersection where the traffic signal is installed. Traveling state detecting means for detecting the traveling state of the vehicle, intersection information detecting means for detecting intersection information that is information for specifying the intersection, the detected traveling state, the detected intersection information and the When learning means that learns by storing it as a travel pattern in association with the lighting state determined by the determination means, and when the intersection information and the lighting state that are the same or similar to the stored travel pattern are detected And control means for controlling the vehicle so as to follow the traveling pattern.

  A vehicle travel support system according to the present invention includes the above-described traffic light lighting state determination system, travel state detection means, intersection information detection means, learning means, and control means.

  The “running state detection means” according to the present invention detects the running state of the vehicle. The traveling state detection means detects the traveling state by measuring various parameters such as the position, speed, acceleration, steering angle, and traveling direction of the vehicle via, for example, a vehicle speed sensor and a GPS system.

  The “intersection information detection means” according to the present invention detects intersection information. “Intersection information” is information for specifying an intersection. For example, road width, number of lanes, slope, curvature, whether a crossroad or a T-junction, presence / absence and size of a road shoulder, and a prospect, etc. Various parameters including road alignment information.

  The “learning means” according to the present invention learns by storing the travel state detected by the travel state detection means as a travel pattern in association with the detected intersection information and the lighting state determined by the determination means. I do. Here, “learning” means specifying and storing a traveling pattern corresponding to the intersection information based on the detected intersection information and traveling state. For example, when a specific travel pattern is detected a plurality of times as a travel pattern corresponding to specific intersection information, the travel pattern may be stored as an appropriate travel pattern for the intersection. The traveling pattern may be stored in a storage unit such as a memory so that the traveling pattern can be appropriately read out by a control unit described later. Here, “associate” means “to correspond”, and it is clear that the traveling state detected by the traveling state detection unit corresponds to the intersection information detected by the intersection information detection unit. As long as it is, it is not limited.

  The “control means” according to the present invention controls the vehicle so as to follow the travel pattern when the intersection information and the lighting state that are the same or similar to the stored travel pattern are detected. In other words, the control means refers to the content learned by the learning means, and controls the vehicle to reproduce the travel pattern when the same or similar travel conditions are prepared for the learned content. To support the driver's driving. Here, “similar” means that the difference between the intersection information detected by the intersection information detecting means and the intersection information included in the travel pattern learned in the past is based on the travel pattern learned in the past. This means that the vehicle is small enough to realize a driving state that is safe and comfortable for the driver. That is, the control means may determine whether or not they are the same or similar depending on whether or not a driving state that is safe and comfortable for the driver can be realized when the driving state of the vehicle is controlled based on the driving pattern. .

  Since such driving support is performed based on driving patterns actually performed by the driver in the past, it is extremely natural, less uncomfortable and safe for the driver.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

It is a block diagram which shows schematic structure of the driving assistance system which concerns on 1st Embodiment. It is a flowchart figure of the learning control performed by the driving assistance system which concerns on 1st Embodiment. It is a flowchart figure of the assistance control which the driving assistance system which concerns on 1st Embodiment performs. It is a flowchart figure of the learning control performed by the driving assistance system which concerns on 2nd Embodiment. It is a conceptual diagram which shows the lighting state of the traffic light determined in step S203 and S206 of the learning control performed by the driving assistance system which concerns on 2nd Embodiment compared with the lighting state of an actual traffic light. It is a conceptual diagram which shows the lighting state of the traffic light determined in step S208 of the learning control performed by the driving assistance system which concerns on 2nd Embodiment compared with the lighting state of an actual traffic light. It is a conceptual diagram which shows the lighting state of the traffic light determined in step S209 and S212 of the learning control performed by the driving assistance system which concerns on 2nd Embodiment compared with the lighting state of an actual traffic light.

DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a vehicle travel support system including a traffic light lighting state determination system according to the present invention will be described with reference to the drawings.
<First Embodiment>
With reference to FIGS. 1 to 3, the configuration and operation of a driving support system 1 incorporated in a vehicle, which is an example of a driving support system for a vehicle including a traffic light lighting state determination system according to the present invention, will be described.

  FIG. 1 is a block diagram showing a schematic configuration of a driving support system 1 according to the first embodiment. In FIG. 1, the solid lines between the blocks indicate lines through which signals can be input and output.

  The driving support system 1 includes a GPS receiver 2, a front camera 3, a millimeter wave radar 4, an infrastructure communication device 5, a vehicle speed sensor 6, a display 7, an ACC switch 8, a controller 10, a map information database 11, a car navigation 12, a brake actuator. 13, an accelerator actuator 14 and a speaker 15 are provided.

  The GPS receiver 2 receives radio waves carrying downlink data including positioning data from a plurality of GPS satellites. The received radio wave is supplied to the controller 10 as an electrical signal, so that the position of the vehicle including the travel support system 1 can be detected from latitude and longitude information.

  The front camera 3 is installed in the front part of the vehicle, and can capture the state of the traveling direction of the vehicle (for example, roads, intersections, lighting states of traffic lights installed at the intersections, etc.) as an image. These images captured by the front camera 3 are supplied to the controller 10 as electrical signals. The controller 10 can acquire various types of information including the running state of the vehicle, intersection information, traffic signal information, and the like by analyzing the supplied electric signal. Further, when another vehicle is present in front of the vehicle, the controller 10 can also calculate the inter-vehicle distance from the other vehicle based on the image acquired from the front camera 3.

  The millimeter wave radar 4 can receive a radio wave reflected from an object by emitting a millimeter wave, and measure the distance and relative velocity with respect to the object based on a propagation time and a frequency difference caused by the Doppler effect. Is possible. For example, by installing the millimeter wave radar 4 so that radio waves are emitted in the traveling direction of the vehicle, whether there is another traveling vehicle or an obstacle in the traveling direction of the vehicle, and whether the traveling vehicle or the obstacle The distance to the vehicle can be grasped.

  The infrastructure communication device 5 is a communication device capable of receiving intersection information transmitted from a roadside device (not shown) installed at an intersection as infrastructure equipment. The roadside machine transmits intersection information including road alignment information on the road width, number of lanes, slope, curvature, whether crossroads or T-shaped roads, the presence or absence of road shoulders, and road prospects at the intersection. When the communication device 5 receives the intersection information, the controller 10 can acquire the intersection information.

  The vehicle speed sensor 6 is a sensor that can detect the speed of the vehicle. The speed sensor 6 supplies an electric signal corresponding to the speed of the vehicle to the controller 10. The controller 10 can detect the speed of the vehicle according to the supplied electrical signal.

  The display 7 is a display device that displays the vehicle speed detected by the vehicle speed sensor 6. The display 7 is composed of, for example, an analog meter or a digital meter, and is installed in a place that is easy for the driver to see.

  The ACC switch 8 is a switch that can select whether or not to operate the driving support system 1 according to the present embodiment by switching on and off by a driver who drives the vehicle. That is, when the ACC switch 8 is set to OFF, the driving support system 1 does not function. In the following description, a description will be given of a state in which the driving support system 1 is functioning because the ACC switch 8 is set to ON.

  The controller 10 includes a CPU, a ROM, a RAM, an A / D converter, etc. (not shown). The controller 10 performs various controls / processes based on signals input / output from each block constituting the driving support system 1. That is, various means according to the present invention are realized by controlling each part of the driving support system 1 by the controller 10. The controller 10 may be configured as an ECU (Engine Control Unit) in the vehicle.

  The map database 11 is a database relating to map information and road environment information such as road shapes, lanes, highways, and buildings, and is stored in storage means (not shown) such as a memory. The controller 10 can take in map information and the like stored therein by referring to the map database 11.

  The car navigation 12 can calculate the position of the vehicle according to the environment such as the road condition and the driving time zone using the traffic information from the map database 11 and VICS (Vehicle Information Communication System).

  The brake actuator 13 is an actuator for driving a brake (not shown) which is an example of a vehicle deceleration unit, and can be controlled by the controller 10. Basically, the brake is controlled by the driver depressing the brake pedal, but can also be controlled by the controller 10 via the brake actuator 13. That is, the controller 10 can realize driving support of the vehicle through the operation of the brake actuator 13. Such vehicle travel support can be suitably executed by driving the brake actuator 13 at a predetermined control amount and control timing designated by the controller 10.

  The accelerator actuator 14 is an actuator for controlling the output amount of an engine (not shown) which is an example of a power source of the vehicle, and can be controlled by the controller 10. The output amount of the engine is basically controlled by the driver depressing the accelerator pedal (for example, the intake amount of the engine can be adjusted and the output can be controlled by depressing the accelerator pedal), but the accelerator actuator 14 It is also possible to control by the controller 10 via That is, the controller 10 can realize driving support of the vehicle through the operation of the accelerator actuator 14.

The speaker 15 is a device that notifies the driver of the content of the driving support performed by the driving support system 1. As will be described later, there is no problem as long as the driving support executed by the driving support system 1 completely matches the driver's intention, but even if there is a slight deviation, the driving support is actually performed. By notifying the driver of the support contents in advance, the driver's psychological anxiety can be reduced.
<Operation of Embodiment>
Hereinafter, the operation of the present embodiment will be described in detail with reference to the drawings as appropriate.
<Learning control>
First, the learning control executed by the driving support system 1 will be described with reference to FIG. The learning control is a control for learning a vehicle deceleration action performed by a driver at an intersection as a running pattern. FIG. 2 is a flowchart of learning control executed by the driving support system 1 according to the present embodiment.

  When a vehicle enters an intersection, first, the controller 10 determines whether or not intersection information necessary for execution of learning control can be acquired at the intersection (step S101). Specifically, for example, road alignment information, that is, the road width, the number of lanes, the gradient, the curvature, whether it is a crossroad or a T-junction, the presence or absence of a shoulder, the size of the road, the line of sight, etc. The controller 10 may determine whether the controller 10 can grasp the distance to the central portion, the distance from the infrastructure installation position for transmitting road alignment information, and the like to the vehicle.

  When it is determined that the intersection information cannot be acquired (step S101: NO), the controller 10 can obtain information necessary for executing the learning control, and therefore abandons the execution of the learning control and ends the processing ( END).

  On the other hand, when it is determined that the intersection information can be acquired (step S101: YES), the controller 10 can grasp information on the lighting state of the traffic light provided at the intersection (hereinafter referred to as “traffic information” as appropriate). Whether or not (step S102). Specifically, by analyzing the image acquired by the front camera 3, whether or not it is possible to recognize the lighting state of the traffic light included in the image, a roadside machine as infrastructure equipment is installed at the intersection. If the traffic signal information transmitted from the roadside device can be received by the infrastructure communication device 5 or recorded in a storage means (not shown) such as a memory. Whether or not the traffic signal information can be acquired is determined by comprehensively considering whether or not the traffic signal information at the intersection can be acquired empirically by referring to the past travel data. .

  If the traffic signal information cannot be acquired (step S102: NO), the controller 10 cannot obtain the traffic signal information necessary for the learning control, so the execution of the learning control is abandoned and the process is terminated (END).

  On the other hand, when the traffic signal information can be acquired (step S102: YES), the controller 10 determines whether or not the vehicle has started a deceleration action (step S103). This determination is made by the controller 10 grasping the vehicle speed via the vehicle speed sensor 6. For example, it may be determined based on whether or not the vehicle speed has decreased beyond a predetermined range during a predetermined time or travel distance.

  When it is determined that the vehicle has not started the deceleration action (step 103: NO), the controller 10 returns the process to step S101 and repeats the above steps.

  When the vehicle has started a deceleration action (step 103: YES), the controller 10 records the deceleration action of the vehicle at the intersection as a running pattern in a storage means such as a memory (step S104). The recording of the deceleration action of the vehicle may be performed by recording various parameters such as the vehicle speed, position, acceleration, changes with time, and jerk.

  When the deceleration action is recorded, the controller 10 determines whether or not the vehicle deceleration action has ended, or whether or not the vehicle has passed the intersection (step S105). Here, when the deceleration operation of the vehicle has not yet ended or the vehicle has not yet passed the intersection (step S105: NO), the controller 10 executes step S104 again. On the other hand, when the deceleration action of the vehicle ends or the vehicle passes through the intersection (step S105: YES), the controller 10 ends the loop process (step S106). In this way, the recording of the deceleration action in step S104 is repeatedly executed until the deceleration action ends or passes through the intersection.

  Subsequently, the controller 10 determines whether or not the traffic light installed at the intersection is provided with an arrow lamp (step S106). This determination is made by determining whether or not the traffic light information acquired in step S102 includes information related to the arrow lamp device.

  When the traffic light installed at the intersection is not equipped with an arrow lamp (step S106: NO), the controller 10 records the deceleration action recorded in step S104, the intersection information and the traffic signal information acquired in step S101 and step S102. Learning is performed in association with (step S107). In this case, since the traffic signal does not include an arrow lamp device, the traffic signal information does not include information regarding the arrow lamp device. Therefore, learning is performed by associating the deceleration action recorded in step S104 with the actual light color of the traffic light. For example, when the traffic signal information acquired in step S102 indicates that the traffic light color is blue, the deceleration action is learned in association with the blue traffic light color. That is, the light color of the traffic light is learned without being substantially regarded by the controller 10 as another light color. The travel pattern learned in this way is referred to as appropriate by the control means to be described later, whereby suitable travel support is executed.

  On the other hand, if the traffic light installed at the intersection is equipped with an arrow lamp (step S106: YES), the controller 10 determines whether or not the arrow lamp is lit when the deceleration action is started. Judgment is made (step S108). Here, when the vehicle starts to decelerate, if the arrow lamp provided for the traffic light is not lit (step S108: NO), the signal information does not include information regarding the arrow lamp. Therefore, step S107 described above is executed (step S108).

  On the other hand, when the arrow light machine provided for the traffic light is lit when the vehicle starts to decelerate (step S108: YES), the intersection of the intersection from the vehicle when the vehicle starts decelerating is determined. It is determined whether or not the distance to the stop line is larger than a predetermined threshold L (step S109). Here, for example, when the driver is traveling toward an intersection, the predetermined threshold L is a statistic as a distance at which the determination of the necessity of deceleration action is started based on the display of the arrow lamp at the intersection. Thus, it may be specified in advance by theoretical, experimental, empirical, and simulation techniques.

  When the distance from the vehicle to the stop line is larger than the threshold value L (step S109: YES), the controller 10 determines that the driver is “in front of the intersection (that is, with sufficient distance from the stop line at the intersection). Since the display of the arrow lamp device has ended, it is difficult to pass through the intersection ", the deceleration action recorded in step S104 corresponds to the yellow signal lamp color. It learns by classifying as a running pattern (step S110). That is, in this case, unlike step S107 in which learning is performed in association with the display state of the traffic light, the controller 10 performs learning by substantially regarding the display state of the arrow lamp device as a yellow light color.

  On the other hand, if the distance from the vehicle to the stop line is equal to or less than the threshold value L (step S109: NO), the controller 10 indicates that the driver is I thought that I could pass through the intersection because the arrow lamp was lit), but I would pass it because the arrow lamp display ended when the vehicle approached the stop line. The deceleration action recorded in step S104 is classified and learned as a running pattern corresponding to the blue signal lamp color (step S111). That is, in this case, unlike step S107 in which learning is performed in association with the display state of the traffic light, the controller 10 performs learning by substantially considering the display state of the arrow lamp device as a blue light color.

  When learning is completed in steps S107, S110, and S111, the controller 10 ends the learning control (END).

  In the learning control according to the present embodiment, control is performed so that learning is performed as a running pattern when a deceleration action is taken, but a series of vehicles when passing an intersection even when the deceleration action is not taken. Control may be performed so as to learn the traveling state as a traveling pattern.

  In the above example, in step S109, the determination is made based on whether or not the distance L from the vehicle to the stop line at the intersection when the vehicle deceleration action is started is greater than a predetermined threshold value L. Instead, the determination may be made on the basis of the elapsed time after the lighting of the arrow lamp device is started. For example, when the elapsed time since the lighting of the arrow lamp is started is smaller than a predetermined threshold value T, the controller 10 indicates that “the lighting of the arrow lamp can be completed before the vehicle reaches the stop line. It is good to classify | categorize and learn the deceleration action recorded in step S104 as a running pattern corresponding to a yellow signal lamp color. On the other hand, when the elapsed time since the lighting of the arrow lamp is larger than the predetermined threshold T, the controller 10 thought that “It was initially possible to pass based on the traffic signal information grasped in step S102, When the vehicle approaches the stop line, it is difficult to pass due to circumstances such as the lighting of the arrow lamp being terminated against the driver's intention, etc. ", and the deceleration action recorded in step S104 is blue It is good to classify and learn that it is a running pattern corresponding to the signal lamp color.

  Note that such learning control may be applied to a driver's steering operation, shift operation, and the like, in addition to being executed with respect to the deceleration action as described above.

As described above, in the learning control executed by the driving support system 1, the deceleration action taken by the vehicle at the intersection is learned as a driving pattern.
<Support control>
Next, the assistance control executed by the driving assistance system 1 will be described with reference to FIG. The support control can reduce the driving burden on the driver by supporting the driving state of the vehicle based on the driving pattern learned in the learning control described above. FIG. 3 is a flowchart of assistance control executed by the driving assistance system 1 according to this embodiment.

  When the vehicle enters the intersection, first, the controller 10 determines whether or not it is possible to acquire intersection information necessary for execution of support control at the intersection (step S121). Specifically, for example, road alignment information, that is, the road width, the number of lanes, the gradient, the curvature, whether it is a crossroad or a T-junction, the presence or absence of a shoulder, the size of the road, the line of sight, etc. The controller 10 may determine whether the controller 10 can grasp the distance to the central portion, the distance from the infrastructure installation position for transmitting road alignment information, and the like to the vehicle.

  When it is determined that the intersection information cannot be acquired (step S121: NO), the controller 10 selects a default travel pattern as a travel pattern to be referred to when performing vehicle travel support (step 122). Here, the default travel pattern is not a travel pattern learned by the above-described learning control, but is recorded in advance in storage means such as a memory. The default travel pattern may be defined in advance by a theoretical, experimental, empirical, or simulation technique as a travel pattern of a vehicle that can decelerate the vehicle safely and reliably.

  On the other hand, when it is determined that the intersection information can be acquired (step S121: YES), the controller 10 determines whether or not the lighting state of the traffic signal provided at the intersection, that is, whether the traffic signal information can be acquired (step). S123). Specifically, by analyzing the image acquired by the front camera 3, whether or not it is possible to recognize the lighting state of the traffic light included in the image, a roadside machine as infrastructure equipment is installed at the intersection. If the traffic signal information transmitted from the roadside device can be received by the infrastructure communication device 5, whether the traffic signal information can be grasped, or storage means such as a memory (not shown) Whether or not the traffic signal information can be acquired by comprehensively considering whether or not the traffic signal information at the intersection can be acquired empirically by referring to the past travel data recorded in To be judged.

  When the traffic signal information cannot be acquired (step S123: NO), by executing step S122 described above, a default travel pattern is selected as a travel pattern to be referred to when performing vehicle travel support (step 122).

  When the traffic signal information can be acquired (step S123: YES), the controller 10 is the same as or similar to the intersection information and the traffic signal information regarding the intersection where the current vehicle is about to travel in the travel pattern learned by the learning control. It is determined whether there is a traveling pattern having the intersection information (step S124). Specifically, the controller 10 refers to a storage unit such as a memory in which a traveling pattern is stored, and searches for a traveling pattern recorded in association with the same or similar intersection information and traffic signal information.

  When there is no travel pattern having the same or similar intersection information and traffic signal information (step S124: NO), the above-described step S122 is executed, and the default travel pattern is selected as a travel pattern to be referred to when performing vehicle travel support. (Step S122).

  On the other hand, when there is a traveling pattern having the same or similar intersection information and traffic signal information (step S124: YES), the same or similar intersection information and traffic signal information is used as a traveling pattern to be referred to when performing vehicle traveling support. A running pattern is selected (step S125).

  As described above, when the travel patterns corresponding to the respective conditions are selected in steps S122 and S125, the controller 10 controls the brake actuator 13 and the accelerator actuator 14 based on the selected travel pattern, and Running support is executed (step S126). Since such travel support is performed based on a travel pattern that matches the conditions on which the vehicle is placed, the behavior of the vehicle at the intersection is in line with the user's intention. After executing the driving support, the controller 10 ends the support control (END).

Such support control may be applied to a driver's steering operation, shift operation, and the like in addition to the above-described vehicle deceleration action.
Second Embodiment
This embodiment is different from the above-described first embodiment in that learning is performed by classifying traveling patterns based on the direction displayed on the arrow lamp of the traffic light and the lighting period of the arrow lamp. Note that the support control in the present embodiment is the same as that in the first embodiment, and therefore the description thereof will be omitted here and the learning control will be described in detail.

  Here, with reference to FIG. 4, the learning control performed by the driving assistance system 1 which concerns on this embodiment is demonstrated. The learning control is a control for learning a vehicle deceleration action performed by a driver at an intersection as a running pattern. FIG. 4 is a flowchart of learning control executed by the driving support system 1 according to this embodiment. In addition, about the step which is common in the above-mentioned 1st Embodiment, suppose that a common code | symbol is attached | subjected and description is abbreviate | omitted.

  When the traffic light installed at the intersection in step S106 is equipped with an arrow lamp (step S106: YES), the controller 10 further indicates that the arrow lamp display direction is the traveling direction of the vehicle (that is, the driver It is determined whether or not it coincides with the intended direction) (step S201).

  When the traveling direction of the vehicle coincides with the display direction of the arrow lamp (step S201: YES), the controller 10 determines whether or not the lighting period of the arrow lamp is longer than a predetermined threshold value T1. (Step S202).

  Here, when the lighting period of the arrow lamp device is longer than the predetermined threshold T1 (step S202: YES), the controller 10 determines that the lighting state of the traffic light during the lighting period of the arrow lamp device is blue (step S203). . The lighting of the arrow lamp means “you may proceed in the displayed direction”, so for vehicles that are traveling in that direction, if the lighting period is long enough, it will be substantially blue. Can be regarded as equivalent to Here, the predetermined threshold T1 is an example of the “third threshold” according to the present invention. For example, when the arrow lamp is lit for how long, the actual driver sets the arrow lamp to the blue lamp It is good to calculate by various methods such as experimental, theoretical or simulation by taking statistics about whether or not to consider.

  In this case, the controller 10 further determines whether or not the color of the traffic light before the arrow lamp is turned on is yellow (step S204). Here, the light color of the traffic light before the arrow lamp is lit is yellow (step S204: YES), and the blue signal is longer than the predetermined threshold T2 before the yellow signal is lit. If it is lit (step S205: YES), the yellow signal that was lit before the arrow lamp is turned on is determined to be blue (step S206). The yellow lamp means that “the vehicle is basically not allowed to travel, but if it is difficult to stop, it may proceed as it is”. If the blue lamp is lit, it is considered that the driver's intention is to intentionally advance the vehicle even in the yellow lamp. Here, the predetermined threshold is an example of the “first threshold” according to the present invention. For example, when the blue lamp is lit for how long, the yellow lamp that is lit along with the arrow lamp is illuminated. It may be calculated by various experimental, theoretical or simulation methods by taking statistics on whether the vehicle driver regards the instrument as a substantially blue lamp.

  Here, referring to FIG. 5, the actual lighting state of the traffic light is compared with the lighting state of the traffic light determined by the controller 10 in steps S203 and S206 described above. FIG. 5 is a conceptual diagram showing a comparison between the actual lighting state of the traffic light and the lighting state of the traffic light determined by the controller 10 in steps S203 and S206 described above.

In FIG. 5, since the period T _{arrow in} which the arrow lamp device displays the same direction as the traveling direction of the vehicle is larger than the first threshold value T1, the controller 10 interprets the lighting state in the period T _arrow as blue. . Further, since the yellow lamp is lit before the _arrow T during which the arrow lamp is lit, and the blue lamp is lit for a period longer than the second threshold T2 before the yellow lamp is lit, the controller 10 Interprets the lighting period of the yellow lamp as blue.

  As described above, the display cycle of the traffic light is determined as a result of the determination in steps S203 and S206. The determined display cycle is learned by being associated with the deceleration action stored in step S104 (step S207).

On the other hand, when the lighting time T _arrow arrow lamp device is shorter than the predetermined time T1 (step S202: NO), the controller 10, it is less likely to pass through the intersection the vehicle while the "arrow lamp device is lit Is determined to be yellow (step S208).

  Here, referring to FIG. 6, the actual lighting state of the traffic light is compared with the lighting state of the traffic light determined by the controller 10 in step S208 described above. FIG. 6 is a conceptual diagram showing a comparison between the actual lighting state of the traffic light and the lighting state of the traffic light determined by the controller 10 in step S208 described above.

In FIG. 6, since the period T _arrow in which the arrow lamp device in the same direction as the traveling direction of the vehicle is lit is shorter than the first threshold value T1, the controller 10 interprets the lighting state in the period as yellow.

  In FIG. 4, when the lamp color before turning on the arrow lamp is not yellow (step S204: NO), and when the blue lighting period turned on before turning on yellow is shorter than the second threshold T2 (step S204). In the case of S205: NO), it is determined that the period during which the arrow lamp is lit is blue, and the display state of the traffic light is directly adopted as the display cycle.

  Thus, learning is performed by associating the determined display cycle with the deceleration action stored in step S104 (step S207).

  Subsequently, when the direction displayed on the arrow lamp device does not coincide with the traveling direction of the vehicle (step S201: NO), the vehicle cannot travel in the traveling direction, so the controller 10 turns on the arrow lamp device. The light color of the traffic signal is considered red (step S209).

  Thereafter, the controller 10 determines whether or not the color of the lamp lit after the arrow lamp is yellow (step S210).

  When yellow lights up after turning on the arrow lamp (step S210: YES), it is determined whether or not red lights up longer than the third threshold value T3 after the yellow lights up (step S211). Here, when the red light is turned on for a longer time than the third threshold T3 after the yellow light is turned on (step S211: YES), the controller 10 determines that the yellow signal that is turned on after the arrow lamp is turned on is red ( Step S212).

  Here, referring to FIG. 7, the actual lighting state of the traffic light is compared with the lighting state of the traffic light determined by the controller 10 in the above-described steps S209 and S212. FIG. 7 is a conceptual diagram showing a comparison between the actual lighting state of the traffic light and the lighting state of the traffic light determined by the controller 10 in the above-described steps S209 and S212.

In FIG. 7, since the period T _arrow in which the arrow lamp in the same direction as the traveling direction of the vehicle is lit is shorter than the first threshold T1, the controller 10 interprets the lighting state in the period as red. Further, a yellow lit after a period T _arrows are lit arrow lamp device, after the lighting of the yellow, for longer periods red than the third threshold value T3 is on, the controller 10 of the yellow Interpret the lighting period as red.

  Returning to FIG. 4 again, when the lamp color displayed after the arrow lamp is not yellow (step S210: NO), and even if the lamp color displayed after the arrow lamp is yellow, it is yellow. If red is not lit later for a period longer than the third threshold T3 (step S211: NO), it is determined that the period during which the arrow lamp is lit is red, and the display state of the traffic light is directly adopted as the display cycle. To do.

  Thus, the display cycle of the traffic light is determined as a result of the processing in steps S209 to S212. The determined display cycle is learned by being associated with the deceleration action stored in step S104 (step S207).

  As described above, in the present embodiment, since the driving pattern is learned based on the direction displayed on the arrow lamp device of the traffic light and the lighting time of the arrow lamp device, driving with less discomfort according to the driver's intention Support can be realized.

  The present invention is not limited to the above-described embodiments, and can be changed as appropriate without departing from the gist or concept of the invention that can be read from the claims and the entire specification. The apparatus is also included in the technical scope of the present invention.

  The present invention can be used, for example, in a vehicle driving support apparatus for safely stopping a vehicle at an intersection.

DESCRIPTION OF SYMBOLS 1 ... Driving support system 1, 2 ... GPS receiver, 3 ... Front camera, 4 ... Millimeter wave radar, 5 ... Infrastructure communication apparatus, 5 ... Vehicle speed sensor, 7 ... Display, 8 ... ACC switch, 9 ... PCS switch, 10 ... Controller, 11 ... Map information database, 12 ... Car navigation, 13 ... Brake actuator, 14 ... Accelerator actuator, 15 ... Speaker

Claims (8)

A lighting state determination system for a traffic light for determining a lighting state of a traffic light having red, yellow and blue lamps and an arrow lamp,
Lighting state detection means for detecting the lighting state;
When the yellow lamp is lit along with the arrow lamp, based on the lighting state before and after the lighting timing of the yellow lamp that is lit along with the yellow lamp, And a determination means for determining that the lamp is the blue or red lamp.   The determination means includes a yellow lamp that is lit when the blue lamp is lit for a period longer than the first threshold before and after the timing that the yellow lamp that is lit is lit. 2. The traffic light lighting state determination system according to claim 1, wherein the lighting device is determined to be the blue lighting device.   The determination means includes a yellow lamp that is lit when the red lamp is lit for a period longer than the second threshold before and after the timing that the yellow lamp that is lit is lit. 3. The traffic light lighting state determination system according to claim 1 or 2, wherein the lighting device is determined to be the red lighting device.   The determination means determines whether the arrow lamp is lit based on the traveling state of a vehicle traveling at the intersection where the traffic light is installed, and that one of the red, yellow, and blue lamps is lit. 4. The lighting state determination system for a traffic light according to any one of claims 1 to 3, wherein the system is determined to be in a connected state.   The determination means determines that the blue lamp is lit during the arrow lamp lighting period when the period during which the arrow lamp lamp is lit is longer than a third threshold. 4. A lighting state determination system for a traffic light according to 4.   The determination means determines that the yellow lamp is lit during the arrow lamp lighting period when the period during which the arrow lamp is lit is shorter than a third threshold value. 4. A lighting state determination system for a traffic light according to 4.   The determination means determines that the red lamp is lit during the period displayed by the arrow lamp when the direction indicated by the arrow lamp is different from the traveling direction of the vehicle. The traffic light lighting state determination system according to claim 4. A lighting state determination system for a traffic light according to any one of claims 1 to 7,
Traveling state detection means for detecting a traveling state of a vehicle traveling at the intersection where the traffic light is installed;
Intersection information detection means for detecting intersection information which is information for specifying the intersection;
The learning means for learning by storing the detected traveling state as a traveling pattern in association with the detected intersection information and the lighting state determined by the determining means, or the same as the stored traveling pattern or A vehicle travel support system comprising: control means for controlling the vehicle so as to follow the travel pattern when similar intersection information and the lighting state are detected.

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