JP2011095828A - Driving support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately perform driving support for improving fuel economy when an own vehicle enters an intersection. <P>SOLUTION: A driving support device includes: receiving means (20) for receiving, from a road side transmitter (220) installed at the intersection, signal cycle information of a traffic light (400) installed at the intersection and existence status information indicating the existence status of another vehicle existing in a predetermined area (A1) located in front of a stop line (500) of a road where the own vehicle travels among a plurality of roads crossing at the intersection; predicting means (110) for predicting a stop position where the own vehicle stops based on the signal cycle information and the existence status information; and executing means (120) for executing driving support for improving fuel economy anterior to the stop position predicted by the predicting means. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a technical field of a driving support device that supports driving of a vehicle.

  As this type of driving support device, driving support for improving the fuel efficiency of the vehicle (hereinafter referred to as “fuel efficiency improving driving support” as appropriate) (for example, refer to Patent Document 1), or stopping of the vehicle at an intersection with a traffic light Driving assistance is performed based on signal information (for example, a signal cycle) received by road-to-vehicle communication (see, for example, Patent Document 2). For example, Patent Document 1 discloses a technique for predicting a stop target point of a vehicle based on map information and performing fuel efficiency improvement control based on the predicted stop target point. For example, in Patent Document 2, at the intersection where there is a traffic light, the vehicle front situation is grasped by the number of vehicles that have passed the optical beacon, and the vehicle is appropriate based on the grasped vehicle number and the signal information of the traffic light. A technique for providing driving assistance so as to stop at a stop position is disclosed.

  In addition, Patent Documents 3 and 4 exist as prior art documents related to the present invention. In Patent Document 3, in a hybrid vehicle including a motor and an engine as a driving force source, when it is determined that the vehicle is congested, the engine is stopped and the vehicle is driven only by the motor to improve fuel consumption. Is disclosed. Patent Document 4 discloses a technique for restricting a gear shift instruction to a high gear until the vehicle acceleration becomes positive by estimating that the vehicle is approaching the end of the train when the accelerator opening decreases when the vehicle approaches a traffic jam. Is disclosed.

JP-A-8-290730 JP 2009-25902 A JP-A-8-168105 JP 2007-315536 A

  A driving support device that performs fuel efficiency improvement driving support based on signal information typically does not perform fuel efficiency improvement driving support when it is determined that the traffic light is green when the vehicle reaches the intersection, and the vehicle is at the intersection. When it is determined that the traffic light is a red signal (or a yellow signal) when arriving, fuel efficiency improvement driving assistance is performed. That is, in such a conventional driving assistance device, typically, fuel efficiency improvement driving assistance is performed only when a vehicle enters the vicinity of an intersection stop line with a red signal (or yellow signal).

  However, even when the traffic light is green when the vehicle reaches the intersection, the vehicle may be forced to stop depending on the actual road condition. For this reason, according to the conventional driving assistance device, there is a technical problem that it is difficult to improve fuel efficiency when it is determined that the traffic light is green when the vehicle reaches the intersection.

  Further, according to Patent Document 2 described above, the stop position of the vehicle is determined based on the number of vehicles that have passed the optical beacon and the signal information. For example, the installation location of the optical beacon and the intersection where the traffic light is located There is a possibility that a vehicle that has passed the light beacon will go out of the road due to a right or left turn or the like, and the vehicle that has passed the light beacon does not always stop at a red traffic light. For this reason, there is a technical problem that it is difficult to appropriately determine the stop position of the vehicle.

  The present invention has been made in view of, for example, the above-described problems. For example, it is possible to accurately predict a stop position where a vehicle stops near an intersection with a traffic light, and to reliably improve the fuel consumption of the vehicle. It is an object to provide a possible driving support device.

  In order to solve the above-described problems, the driving support device of the present invention is a driving support device that is mounted on a host vehicle and performs fuel efficiency improvement driving support when the host vehicle enters an intersection, and is installed at the intersection. The signal cycle information of the traffic lights, and the presence status information indicating the presence status of other vehicles existing in a predetermined area located before the stop line of the road on which the host vehicle travels among a plurality of roads intersecting at the intersection, Predicted by the receiving means for receiving from the roadside transmitter installed at the intersection, the predicting means for predicting the stop position where the host vehicle stops based on the signal cycle information and the presence status information, and predicted by the predicting means Implementing means for implementing the fuel efficiency improvement driving support before the stop position.

  According to the driving support device of the present invention, during the operation, when the host vehicle enters the intersection, based on the signal cycle information of the traffic signal installed at the intersection, for example, according to the traffic signal becomes a red signal, Fuel efficiency improvement driving assistance is performed such as reducing the driving force of the engine of the host vehicle and the accelerator opening, or notifying the driver of the host vehicle that the vehicle should be decelerated.

  In the present invention, in particular, the receiving means includes the signal cycle information of the traffic lights installed at the intersection (for example, the current signal lamp color, the timing when the signal lamp color is changed, etc.) and a plurality of roads intersecting at the intersection. Roadside transmission installed at the intersection with presence status information indicating the presence status of other vehicles existing in a predetermined area located in front of the stop line of the road on which the vehicle travels (that is, on the own vehicle side with respect to the stop line) Receive from the machine. Here, the presence status (for example, the number of vehicles, vehicle speed, vehicle length, etc.) of other vehicles existing in the predetermined region is typically detected by a roadside detector such as a camera installed at an intersection. Therefore, the predetermined area can typically be referred to as a detection area in which the presence state of another vehicle can be detected by the roadside detector. In addition, the predetermined area is typically set as an area between a stop line of a road on which the host vehicle travels and a position away from the stop line by a predetermined distance.

The predicting means predicts a stop position where the host vehicle stops based on the signal cycle information and the presence state information. Specifically, for example, the predicting means generates a traffic signal from a stop line of a road on which the host vehicle travels based on the number of other vehicles included in the signal cycle information and the presence status information, the vehicle speed, and the vehicle length. When the signal is red, a distance to the tail of another vehicle existing in the predetermined area is calculated, and a stop position where the host vehicle stops is predicted according to the calculated distance. Therefore, it is possible to accurately predict the stop position where the host vehicle stops. Here, if the stop position of the host vehicle is predicted based on the number of vehicles that have passed the optical beacon and the signal cycle information, as in the technique disclosed in Patent Document 2 described above, for example, Since a vehicle that has passed a beacon does not always stop at a red light, it is difficult to appropriately predict the stop position of the host vehicle. However, according to the present invention, the prediction means determines the stop position where the host vehicle stops, the signal cycle information, and the presence status information indicating the presence status of other vehicles existing in a predetermined area detected by, for example, the roadside detector. Therefore, it is possible to accurately predict the stop position at which the host vehicle stops (that is, according to the present invention, the stop position at which the host vehicle actually stops and the stop position predicted by the prediction means). And the difference can be reduced.)
For example, the execution unit may reduce the driving force or accelerator opening of the engine of the host vehicle, for example, before the stop position predicted by the prediction unit, or the stop predicted by the prediction unit for the driver of the host vehicle. Fuel efficiency improvement driving support such as notifying that the vehicle should be decelerated to stop at the position is implemented. Therefore, it is possible to appropriately perform fuel efficiency improvement driving support corresponding to the stop position predicted by the prediction means (that is, the position close to the stop position where the host vehicle actually stops). Therefore, the fuel consumption of the host vehicle can be reliably improved.

  As described above, according to the driving support device of the present invention, for example, the stop position where the host vehicle stops near an intersection with a traffic light can be appropriately predicted, and the fuel consumption of the host vehicle can be reliably improved. Is possible.

  In one aspect of the driving support apparatus of the present invention, the presence status information includes the number of vehicles of the other vehicle, the vehicle speed, and the vehicle length, and the predicting means includes the signal cycle information, the number of vehicles of the other vehicle, and the vehicle. Based on the speed and the vehicle length, a distance from the stop line to the tail of another vehicle existing in the predetermined area when the traffic light is red is calculated, and the stop position is calculated according to the calculated distance. Predict.

  According to this aspect, it is possible to more appropriately predict the stop position where the host vehicle stops in the vicinity of an intersection with a traffic signal.

  In the aspect in which the prediction means described above calculates the distance from the stop line to the tail end of the other vehicle existing in the predetermined area when the traffic light is a red signal, the other vehicle traveling in front of the host vehicle is detected. And detecting means for detecting a distance from the stop line to the tail when the other vehicle is detected outside the predetermined area by the detecting means. The stop position may be predicted by adding a distance corresponding to the length of the vehicle.

  In this case, the stop position where the host vehicle stops near the intersection where the traffic signal is present can be predicted with higher accuracy.

  The effect | action and other gain of this invention are clarified from the form for implementing invention demonstrated below.

It is a block diagram which shows the structure of the driving assistance device which concerns on 1st Embodiment. It is a schematic diagram which shows a mode when the own vehicle carrying the driving assistance device which concerns on 1st Embodiment approachs an intersection. It is a block diagram which shows the structure of the roadside infrastructure which concerns on 1st Embodiment. It is a flowchart which shows the flow of the process which concerns on the fuel consumption improvement driving assistance of the driving assistance device which concerns on 1st Embodiment. It is a schematic diagram which shows a mode that the traffic congestion has generate | occur | produced in the vicinity of an intersection when a traffic light is a green light. It is a flowchart which shows the flow of the process which concerns on the prediction of the stop position of the own vehicle by the driving assistance device which concerns on 1st Embodiment. It is a schematic diagram (the 1) for demonstrating the prediction of the stop position of the own vehicle by the driving assistance device which concerns on 1st Embodiment. It is a schematic diagram (the 2) for demonstrating the prediction of the stop position of the own vehicle by the driving assistance device which concerns on 1st Embodiment. It is a schematic diagram for demonstrating the assistance area set by the driving assistance device which concerns on 1st Embodiment. It is a schematic diagram for demonstrating the other example of prediction of the stop position of the own vehicle by the driving assistance device which concerns on 1st Embodiment.

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

<First Embodiment>
The driving support apparatus according to the first embodiment will be described with reference to FIGS.

  First, the configuration of the driving support apparatus according to the present embodiment will be described with reference to FIGS. 1 and 2.

  FIG. 1 is a block diagram illustrating a configuration of the driving support apparatus according to the present embodiment. FIG. 2 is a schematic diagram illustrating a situation when the host vehicle on which the driving support device according to the present embodiment is mounted enters an intersection.

  1 and 2, the driving support device 1 (see FIG. 1) according to the present embodiment is mounted on the host vehicle C1 (see FIG. 2), and provides driving support for improving fuel consumption when the host vehicle C1 enters an intersection. It is an apparatus to be implemented. As the fuel efficiency improvement driving support, for example, control for reducing the driving force of the engine of the host vehicle C1 and the accelerator opening according to the traffic light 400 at the intersection where the host vehicle C1 enters becomes a red signal, or the host vehicle C1. A notification for notifying the driver (driver) that the vehicle should be decelerated is performed.

  In FIG. 1, the driving support device 1 according to the present embodiment includes an autonomous sensor 10, a road-vehicle communication device 20, a vehicle-vehicle communication device 30, a notification device 40, and an ECU 100.

  Specifically, the autonomous sensor 10 is a millimeter wave radar sensor, a camera sensor, or the like, and is configured to be able to detect other vehicles traveling in front of the host vehicle. The autonomous sensor 10 is an example of the “detecting means” according to the present invention. In the example shown in FIG. 2, the autonomous sensor 10 can detect the other vehicle C2 that travels in front of the host vehicle C1.

  The road-to-vehicle communication device 20 is a communication device for communicating with the road-side infrastructure installed on the road on which the host vehicle C1 travels, and communicates with the road-side infrastructure via the road-to-vehicle communication antenna 21. More specifically, the road-to-vehicle communication device 20 communicates with a roadside device 220 (see FIG. 2) that forms part of the roadside infrastructure. The road-to-vehicle communication device 20 receives from the roadside device 220 signal cycle information of traffic lights installed at intersections and presence status information indicating the presence status of other vehicles existing in the detection area A1 described later with reference to FIG. To do. The signal cycle information includes the current lamp color of the traffic light and the time until the current lamp color changes (for example, if the current lamp color is blue, the lamp color is red or yellow). Time). In addition, the presence status information includes, for example, information indicating the number of vehicles, the vehicle speed, the vehicle length, and the like as the presence status of other vehicles existing in the detection area A1.

  The inter-vehicle communication device 30 is a communication device for communicating with other vehicles existing around the host vehicle C1, and communicates with other vehicles via the inter-vehicle communication antenna 31. The inter-vehicle communication device 30 receives information such as the position and speed of another vehicle C2 (see FIG. 2) traveling in front of the host vehicle C1 from the other vehicle C2. The inter-vehicle communication device 30 can detect the other vehicle C2 by receiving information from the other vehicle C2, for example. The inter-vehicle communication device 30 is an example of the “detecting means” according to the present invention.

  The notification device 40 is specifically a display, a speaker, or the like, and is a notification device for notifying the driver of the host vehicle C1 of various information. Under the control of the ECU 100 described below (more specifically, the driving support execution unit 120), the notification device 40, for example, indicates that the driver of the own vehicle C1 should decelerate or that the traffic light becomes a red signal. Etc.

  The ECU 100 is configured as a computer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and includes a stop position prediction unit 110 and a driving support execution unit 120. Yes.

  The stop position prediction unit 110 is an example of a “prediction unit” according to the present invention, and predicts a stop position at which the host vehicle C1 stops based on the signal cycle information and presence status information received by the road-to-vehicle communication device 20. To do. The prediction of the stop position by the stop position prediction unit 110 will be described in detail later with reference to FIGS.

  The driving support execution unit 120 is an example of “implementing means” according to the present invention, and is based on the signal cycle information received by the road-to-vehicle communication device 20 and the stop position predicted by the stop position prediction unit 110. Implement improved driving support.

  Next, the configuration of the roadside infrastructure according to the present embodiment will be described with reference to FIG. 3 in addition to FIG.

  FIG. 3 is a block diagram showing the configuration of the roadside infrastructure according to the present embodiment.

  2 and 3, the roadside infrastructure 200 (see FIG. 3) according to the present embodiment includes a vehicle detection sensor 210 and a roadside device 220.

  Specifically, the vehicle detection sensor 210 is a camera sensor or the like installed at an intersection, and the traveling direction of the host vehicle is in front of the stop line 500 of the road on which the host vehicle C1 travels (that is, with respect to the stop line 500). It is configured to be able to detect the presence of other vehicles existing in the detection area A1 located on the side opposite to the side). The vehicle detection sensor 210 is an example of the “roadside detector” according to the present invention, and the detection area A1 is an example of the “predetermined area” according to the present invention. The vehicle detection sensor 210 is configured to be able to detect the number of other vehicles, the vehicle speed, the vehicle length, and the like as the presence status of the other vehicles. When there are a plurality of other vehicles in the detection area A1, the vehicle detection sensor 210 indicates the average speed of the other vehicles as the presence status of the other vehicles (in other words, a vehicle composed of the plurality of other vehicles. Group velocity). In the example shown in FIG. 2, the vehicle detection sensor 210 can detect that three other vehicles C3 are stopped in the detection area A1, for example, in response to the traffic light 400 being a red signal.

  The roadside device 220 is an example of the “roadside transmitter” according to the present invention, and includes signal cycle information of the traffic light 400 installed at the intersection and presence status information indicating the presence status of other vehicles detected by the vehicle sensor 210. The information transmission device transmits various types of information to the road-to-vehicle communication device 20 (see FIG. 1) via the road-to-vehicle communication antenna 221.

  Next, processing related to fuel efficiency improvement driving support of the driving support device according to the present embodiment will be described with reference to FIGS. 4 to 9 in addition to FIG.

  FIG. 4 is a flowchart showing a flow of processing related to fuel efficiency improvement driving support of the driving support device according to the present embodiment.

  2 and 4, while the host vehicle C1 (see FIG. 2) is traveling toward the intersection, first, the driving support device 1 sends signal cycle information from the roadside infrastructure (specifically, the roadside device 220). It is received by the inter-vehicle communication device 20 (see FIG. 1) (step S10).

  Next, the ECU 100 of the driving assistance apparatus 1 determines whether or not the light color of the traffic light 400 when the host vehicle C1 passes through the intersection is yellow or red (step S20). That is, the ECU 100 determines whether the traffic light 400 is a yellow signal or a red signal when the host vehicle C1 reaches the intersection based on the received signal cycle information. In other words, the ECU 100 predicts based on the signal cycle information whether the traffic light 400 is a red signal, a yellow signal, or a blue signal when the host vehicle C1 reaches the intersection, and the prediction result is a red signal or a yellow signal. It is determined whether or not.

  When it is determined that the light color of the traffic light 400 is yellow or red (step S20: Yes), it is determined by the ECU 100 that fuel efficiency improvement driving support is performed (step S30). That is, the ECU 100 predicts that the light color of the traffic light 400 when the host vehicle C1 passes through the intersection is yellow or red, and the host vehicle C1 needs to stop at the intersection, and implements fuel efficiency improvement driving support. And

  On the other hand, when it is determined that the light color of the traffic light 400 is not yellow or red (that is, when the light color of the traffic light 400 is determined to be blue) (step S20: No), traffic congestion occurs near the intersection. It is determined by the ECU 100 whether or not it is being performed (step S40).

  FIG. 5 is a schematic diagram showing a traffic jam near the intersection when the traffic light is a green light.

  As shown in FIG. 5, even if the traffic light 400 is a green signal, for example, the vehicle C4 waiting for a right turn cannot turn right because the oncoming straight vehicle C5 is traveling on the oncoming lane. There are cases where a plurality of subsequent vehicles C3 cannot proceed. Alternatively, the vehicle C3 may not be able to travel because the intersection is congested and there is a vehicle group G6 including a plurality of vehicles C6. Alternatively, the vehicle C3 may not be able to travel because there is a vehicle C7 waiting to turn left.

  Thus, even if the traffic light 400 is a green light, there may be a traffic jam near the intersection.

  In the process according to step S40, it is determined whether or not such a traffic jam has occurred. Specifically, first, presence status information indicating the presence status of the other vehicle C3 existing in the detection area A1 is received from the roadside device 220 by the road-to-vehicle communication device 20, and based on the received presence status information, the vicinity of the intersection The ECU 100 determines whether or not there is a traffic jam. The ECU 100 detects a vehicle group G3 including a plurality of other vehicles C3 in the detection area A1 continuously (for example, every 10 milliseconds) by the vehicle detection sensor 210, and detects the speed of the vehicle group G3 (in other words, a plurality of vehicle groups G3). If the average vehicle speed of the other vehicle C3 is equal to or lower than a predetermined speed, for example, 5 km / h or less, it is determined that a traffic jam has occurred.

  If it is determined that there is a traffic jam in the vicinity of the intersection (step S40: Yes), it is determined by the ECU 100 that fuel efficiency improvement driving support is to be performed (step S50). That is, the ECU 100 predicts that the own vehicle C1 needs to stop at the intersection because the traffic congestion is occurring in the vicinity of the intersection where the own vehicle C1 enters, and performs the fuel efficiency improvement driving support.

  On the other hand, when it is determined that there is no traffic jam in the vicinity of the intersection (step S40: No), the ECU 100 determines not to perform the fuel efficiency improvement driving support (step S60). That is, the ECU 100 predicts that it is not necessary for the host vehicle C1 to stop at the intersection because the traffic signal 400 is a green signal and there is no traffic jam in the vicinity of the intersection, and it is not necessary to implement fuel efficiency improvement driving support. And

  After it is determined that the fuel efficiency improvement driving support is to be performed (that is, after the processing according to Step S30 or Step S50 described above is performed), first, from the roadside infrastructure (specifically, the roadside device 220). Presence information of other vehicles is received by the road-to-vehicle communication device 20 (step S70).

  Next, the stop position of the host vehicle C1 is predicted (step S80). That is, the stop position prediction unit 110 of the driving support device 1 predicts the stop position at which the host vehicle C1 that is traveling toward the intersection stops near the intersection.

  Here, prediction of the stop position of the host vehicle by the driving assistance apparatus according to the present embodiment will be described with reference to FIGS.

  FIG. 6 is a flowchart showing a flow of processing related to prediction of the stop position of the host vehicle by the driving support device according to the present embodiment. 7 and 8 are schematic diagrams for explaining the prediction of the stop position of the host vehicle by the driving assistance apparatus according to the present embodiment. FIG. 7 shows a state in the vicinity of the intersection at the time when the own vehicle C1 is traveling toward the intersection with the traffic light 400 in a green light. FIG. 8 shows that time has elapsed from the state shown in FIG. This shows a state in the vicinity of the intersection when the host vehicle C1 stops at the intersection after the traffic light 400 turns red. In FIG. 7, in addition to the state near the intersection described above, the time s until the traffic light 400 changes to a red signal (that is, the time s until the light color of the traffic light 400 changes from blue to red) is conceptual. Is shown in

  6 and 7, in the process related to the prediction of the stop position of the host vehicle C1, first, a plurality of other vehicles C3 detected by the vehicle detection sensor 210 (in the example of FIG. 7, other vehicles C3 (1), C3 (2),..., And C3 (6), that is, the vehicle group movement distance L in which the vehicle group G3 consisting of six other vehicles C3) moves in the time until the traffic light 400 changes from a green signal to a red signal, Calculated by the stop position prediction unit 110 (step S81). Specifically, the stop position prediction unit 110 determines the vehicle group movement distance L from the vehicle group G3 speed (in other words, the average vehicle speed of a plurality of other vehicles C3) Vav and the traffic signal 400 until the traffic light 400 changes to a red signal. Calculated as the product of time s. That is, the stop position prediction unit 110 calculates the vehicle group movement distance L, assuming that “L = Vav × s”.

  Next, the first other vehicle C3 that cannot pass the signal in the vehicle group G3 is predicted by the stop position prediction unit 110 (step S82). Specifically, when the length Lsum obtained by adding the vehicle length from the head (that is, the first) to the i-th vehicle group G3 exceeds the vehicle group movement distance L, the stop position prediction unit 110 It is predicted that the i-th other vehicle C3 (i) cannot pass the signal (that is, the i-th other vehicle C3 (i) cannot pass the intersection because the traffic light 400 is a red signal). That is, the stop position prediction unit 110 satisfies “L ≦ Lsum = L (1) +... + L (i)” (where i is an integer and L (i) is the vehicle length of the other vehicle C3 (i)). The minimum value i_min of “i” is calculated, and the i_min-th other vehicle C3 is predicted to be the first other vehicle C3 in the vehicle group G3 that cannot pass signals. In the example shown in FIGS. 7 and 8, the third other vehicle C3 (3) is the first other vehicle C3 that cannot pass a signal (that is, i_min = 3 in this example).

  Next, the number N of other vehicles C3 that stop at a red signal in the vehicle group G3 is predicted by the stop position prediction unit 110 (step S83). Specifically, the stop position prediction unit 110 determines the number N of vehicles as the number Ns of other vehicles C3 detected by the vehicle detection sensor 210 (that is, the number of other vehicles C3 included in the vehicle group G3, the example of FIG. 7). Then, it is calculated as a difference between Ns = 6) and the number of other vehicles C3 on the head side from the i_minth other vehicle C3 in the vehicle group G3. That is, the stop position prediction unit 110 calculates the number N of vehicles assuming that “N = Ns−i_min + 1” (that is, N = 4 in this example).

  Next, a total vehicle length LN1 that is the total vehicle length of the other vehicle C3 that stops at a red signal in the vehicle group G3 is calculated by the stop position prediction unit 110 (step S84). Specifically, the stop position prediction unit 110 calculates the total vehicle length LN1 as the total vehicle length of each of the i_minth to Nsth other vehicles C3. That is, the stop position prediction unit 110 calculates the total vehicle length LN1 assuming that “LN1 = L (i_min) + L (i_min + 1) +... + L (Ns)”.

  Next, in FIGS. 6 and 8, the stop position prediction unit 110 calculates the distance LN2 from the stop line 500 at the intersection to the tail of the other vehicle C3 that stops at a red signal, and predicts the stop position of the host vehicle. (Step S85). At this time, the stop position prediction unit 110 calculates the distance LN2 in consideration of the average inter-vehicle distance when the other vehicle C3 that stops with a red signal stops. Specifically, the stop position prediction unit 110 predicts the distance LN2 as the average inter-vehicle distance when the other vehicle C3 that stops with a red signal is stopped with respect to the total vehicle length LN1. It is calculated by adding (for example, 2 meters) by the number of vehicles N. That is, the stop position prediction unit 110 calculates the distance LN2 as the sum of the total vehicle length LN1 and the product of the predicted average inter-vehicle distance ΔL and the number of vehicles N. That is, the stop position prediction unit 110 calculates the distance LN2 assuming that “LN2 = LN1 + ΔL × N”. Further, the stop position prediction unit 110 sets the stop position SP1 of the host vehicle C1 at a distance LN2 from the stop line 500 at the intersection (that is, on the host vehicle C1 side, that is, on the side opposite to the traveling direction with respect to the stop line 500). (I.e., the rear side)). That is, the stop position prediction unit 110 predicts that the position shifted from the stop line 500 at the intersection by the distance LN2 is the stop position SP1 of the host vehicle.

  As described above, according to the driving support device 1 according to the present embodiment, the stop position of the host vehicle C1 based on the signal cycle information of the traffic light 400 and the presence status information indicating the presence status of the other vehicle C3 in the detection area A1. SP1 is predicted. Therefore, according to the driving assistance device 1, the stop position SP1 where the host vehicle C1 stops can be predicted with high accuracy. Here, if the stop position of the host vehicle is predicted based on the number of vehicles that have passed the optical beacon and the signal cycle information, as in the technique disclosed in Patent Document 2 described above, for example, Since a vehicle that has passed a beacon does not always stop at a red light, it is difficult to appropriately predict the stop position of the host vehicle. However, according to the present embodiment, the stop position prediction unit 110 converts the stop position SP1 at which the host vehicle C1 stops into the signal cycle information and the presence status information indicating the presence status of the other vehicle C3 present in the detection area A1. Therefore, the stop position SP1 where the host vehicle C1 stops can be predicted with high accuracy.

  In FIG. 4 again, after the stop position of the host vehicle C1 is predicted (step S80), the support area that performs the fuel efficiency improvement driving support according to the predicted stop position is the driving support execution unit 120 (FIG. 1). (Refer to step S90).

  FIG. 9 is a schematic diagram for explaining a support area set by the driving support apparatus according to the present embodiment.

  In FIG. 9, the driving support execution unit 120 is a predetermined distance from the stop position SP1 of the host vehicle C1 predicted by the process according to step S80 (ie, the host vehicle C1 with respect to the stop position SP1). Side) is set as a support area D1. In other words, the driving support execution unit 120 sets the support area D0 that is a section from the stop line 500 to a position that is a predetermined distance before the stop line 500, and the distance from the stop line 500 to the stop position SP1 (that is, the distance LN2). ) Is set as the support area D1. Note that the support area D0 is a section that is set as a support area for performing fuel efficiency improvement driving support when it is predicted that there is no other vehicle C3 to stop in the detection area A1.

  Next, fuel efficiency improvement driving support is performed in the set support area D1 (step S100). Specifically, for example, the driving force and the accelerator opening of the engine of the host vehicle C1 are reduced or the driver of the host vehicle C1 is decelerated so that the host vehicle C1 decelerates as it approaches the stop position SP1. The fuel efficiency improvement driving support such as notifying the power of the power by the notification device 40 is performed by the driving support execution unit 120 in the support area D1. As a result, as shown in FIG. 9, the vehicle speed of the host vehicle C1 is gradually reduced toward the stop position SP1 (see the solid line E1).

  Therefore, according to the present embodiment, as described above, the fuel efficiency improvement driving support is performed in the support area D1 set according to the stop position SP1 accurately predicted by the stop position prediction unit 110, so that the host vehicle C1 However, it is possible to appropriately perform the fuel efficiency improvement driving support corresponding to the stop position where the vehicle actually stops. Therefore, it becomes possible to improve the fuel consumption of the host vehicle C1 with certainty.

  FIG. 10 is a schematic diagram for explaining another example of the prediction of the stop position of the host vehicle by the driving assistance apparatus according to the present embodiment.

  In FIG. 10, when the other vehicle C2 traveling ahead of the own vehicle C1 is detected by the autonomous sensor 10 or the inter-vehicle communication device 30 closer to the own vehicle C1 than the detection area A1 as shown in FIG. The stop position prediction unit 110 shifts the stop position SP1 from the stop line 500 to the near side by a distance obtained by adding the vehicle length of the other vehicle C2 and the average inter-vehicle distance ΔL of the other vehicle C2 to the distance LN2 described above. It may be predicted as a new position.

  In other words, in this case, the stop position prediction unit 110 calculates the distance LN2 from the stop line 500 at the intersection to the tail end of the vehicle group G3B that stops at the red signal, and then the vehicle length of the other vehicle C2 is calculated at this distance LN2. A distance (LN2 + LN3) that is a distance obtained by adding a distance LN3 that is the sum of LC2 and the average inter-vehicle distance ΔL is calculated. Furthermore, the stop position prediction unit 110 predicts the stop position SP1 of the host vehicle C1 as a position that is shifted forward by a distance (LN2 + LN3) from the stop line 500 at the intersection. That is, the stop position prediction unit 110 predicts that the position shifted forward from the intersection stop line 500 by a distance (LN2 + LN3) is the stop position SP1 of the host vehicle C1.

  Thus, according to this example, in addition to the presence state of the other vehicle C3 detected by the vehicle detection sensor 210, it is not detected by the vehicle detection sensor 210 but is detected by the autonomous sensor 10 or the inter-vehicle communication device 30. Since the stop position SP1 of the host vehicle C1 is predicted based on the presence of the other vehicle C2, the stop position SP1 of the host vehicle C1 can be predicted with higher accuracy.

  When a plurality of other vehicles C2 are detected by the inter-vehicle communication device 30, a distance obtained by adding the vehicle length and the average inter-vehicle distance corresponding to the number of the vehicles to the distance LN2 is calculated, and the stop line 500 is calculated by the distance. The position deviated from the front may be predicted as the stop position SP1 of the host vehicle C1. In this case, the stop position SP1 of the host vehicle C1 can be predicted with higher accuracy.

  As described above, according to the driving support device 1 according to the present embodiment, the stop position where the host vehicle C1 stops near the intersection with the traffic signal 400 can be appropriately predicted, and the fuel consumption of the host vehicle C1 can be reliably ensured. Can be improved.

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

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 10 ... Autonomous sensor, 20 ... Road-to-vehicle communication device, 21 ... Road-to-vehicle communication antenna, 30 ... Vehicle-to-vehicle communication device, 31 ... Vehicle-to-vehicle communication antenna, 40 ... Notification device, 100 ... ECU, DESCRIPTION OF SYMBOLS 110 ... Stop position prediction part, 120 ... Driving assistance execution part, 200 ... Roadside infrastructure, 210 ... Vehicle detection sensor, 220 ... Roadside device, 221 ... Antenna for road-to-vehicle communication, 400 ... Traffic light, 500 ... Stop line, A1 ... Detection region

Claims (3)

A driving support device that is mounted on a host vehicle and that performs fuel efficiency improvement driving support when the host vehicle enters an intersection,
Signal cycle information of traffic lights installed at the intersection, and the presence status of other vehicles existing in a predetermined area located before the stop line of the road on which the host vehicle travels among a plurality of roads intersecting at the intersection Receiving means for receiving presence status information from a roadside transmitter installed at the intersection;
Prediction means for predicting a stop position where the host vehicle stops based on the signal cycle information and the presence status information;
And a means for implementing the fuel efficiency improvement driving assistance before the stop position predicted by the prediction means. The presence status information includes the number of the other vehicles, the vehicle speed, and the vehicle length,
Based on the signal cycle information, the number of other vehicles, the vehicle speed, and the vehicle length, the predicting means determines from the stop line that the last of other vehicles existing in the predetermined area when the traffic light is red. The driving support device according to claim 1, wherein a distance to the tail is calculated, and the stop position is predicted according to the calculated distance. A detecting means for detecting another vehicle traveling in front of the host vehicle;
The predicting means corresponds to the distance from the stop line to the tail of the other vehicle detected by the detecting means when another vehicle is detected outside the predetermined area by the detecting means. The driving support device according to claim 2, wherein the stop position is predicted by adding a distance to be operated.

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