JP2011154619A - Deceleration support device - Google Patents

Deceleration support device Download PDF

Info

Publication number
JP2011154619A
JP2011154619A JP2010016759A JP2010016759A JP2011154619A JP 2011154619 A JP2011154619 A JP 2011154619A JP 2010016759 A JP2010016759 A JP 2010016759A JP 2010016759 A JP2010016759 A JP 2010016759A JP 2011154619 A JP2011154619 A JP 2011154619A
Authority
JP
Japan
Prior art keywords
vehicle
vehicle group
information
group
stop
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2010016759A
Other languages
Japanese (ja)
Other versions
JP5471516B2 (en
Inventor
Akihide Tachibana
彰英 橘
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2010016759A priority Critical patent/JP5471516B2/en
Publication of JP2011154619A publication Critical patent/JP2011154619A/en
Application granted granted Critical
Publication of JP5471516B2 publication Critical patent/JP5471516B2/en
Application status is Active legal-status Critical
Anticipated expiration legal-status Critical

Links

Images

Abstract

Provided is a deceleration support device capable of supporting deceleration of an own vehicle at an early stage before stopping even when a plurality of preceding vehicles exist in front of the own vehicle.
A deceleration support device included in a host vehicle M0 includes information on a first vehicle group Z1 obtained from a roadside system 101 regarding a first vehicle group Z1 in front of the host vehicle M0 and detection of a preceding vehicle mounted on the host vehicle M0. Based on the information of the second vehicle group Z2 obtained based on the detection information of the sensor, the navigation device, etc., and the signal cycle information of the traffic light 111 in front of the first and second vehicle groups Z1, Z2, the first Or the stop vehicle group which stops with the traffic light 111 among the vehicles M1 to M7 belonging to the second vehicle group Z1 and Z2 is predicted, and the position of the rear end of the stop vehicle group when stopped is the reference for the target stop position of the host vehicle M0 Then, deceleration support control of the host vehicle M0 is performed.
[Selection] Figure 2

Description

  The present invention relates to a deceleration support device that assists in deceleration of a vehicle when stopped by a traffic light, for example.

  Conventionally, as a technology in such a field, a deceleration support apparatus described in Patent Document 1 below is known. This device is a device that performs deceleration support control by an alarm when the host vehicle stops. When there is a preceding vehicle ahead of the host vehicle and there is a stop point in front of the preceding vehicle and the host vehicle, the alarm timing is advanced.

JP 2007-304815 A

  However, there may be a plurality of preceding vehicles in front of the host vehicle, and a plurality of preceding vehicles may stop between the stop point and the host vehicle. According to the deceleration support apparatus of Patent Document 1 described above, when a plurality of preceding vehicles stop ahead, it is necessary to stop the vehicle earlier than expected. There is a problem that a large deceleration is required. In this type of deceleration support device, it is desirable to start deceleration support at an early stage before stopping in response to a traffic situation in which there are a plurality of preceding vehicles in front of the host vehicle.

  Therefore, an object of the present invention is to provide a deceleration support device that can support deceleration of an own vehicle at an early stage before stopping even when a plurality of preceding vehicles exist in front of the own vehicle.

  The deceleration support apparatus according to the present invention is based on the information on the first vehicle group obtained from the roadside machine with respect to the first vehicle group in front of the host vehicle and the second information obtained based on the detection information of the detection means mounted on the host vehicle. Based on the vehicle group information and the signal cycle information of the traffic lights ahead of the first and second vehicle groups, the stop that stops in front of the traffic lights among the vehicles belonging to the first or second vehicle group The vehicle group is predicted, and deceleration support control of the own vehicle is performed using the position of the rear end of the stopped vehicle group when the stopped vehicle group is stopped as a reference of the target stop position of the own vehicle.

  In this deceleration support device, information on the first and second vehicle groups ahead of the host vehicle can be obtained by the roadside machine and the detection means mounted on the host vehicle. Therefore, even when there are a plurality of preceding vehicles in front of the host vehicle, information on the plurality of preceding vehicles can be obtained as information on the first and second vehicle groups. Then, based on the signal cycle information of the traffic light, a stopped vehicle group that stops at the traffic light among the plurality of preceding vehicles is predicted. Then, deceleration support control of the host vehicle is performed using the position of the rear end of the stopped vehicle group as a reference of the stop position. Thus, according to the deceleration support apparatus of the present invention, by including a plurality of preceding vehicles ahead of the host vehicle, it is possible to support the deceleration of the host vehicle at an early stage before the stop.

  Specifically, the first vehicle group is located between the own vehicle and the stop line position of the traffic light, and the second vehicle group is located between the own vehicle and the first vehicle group. Also good.

  The information on the first vehicle group includes the number of vehicles belonging to the first vehicle group, the vehicle group length of the first vehicle group, the average inter-vehicle distance in the first vehicle group, and the first vehicle group. Information on the second vehicle group includes the number of vehicles belonging to the second vehicle group, the vehicle group length of the second vehicle group, the average inter-vehicle distance in the second vehicle group, and The average vehicle speed in the second vehicle group is included, and the information on the second vehicle group includes the information on the first vehicle group obtained by road-to-vehicle communication from the roadside machine and the detection obtained by the detection means of the own vehicle. It may be obtained by estimation based on the information.

  According to the deceleration support apparatus of the present invention, even when there are a plurality of preceding vehicles ahead of the host vehicle, the host vehicle can be supported for deceleration at an early stage before stopping.

It is a block diagram which shows 1st Embodiment of the deceleration assistance apparatus of this invention. It is a figure which shows the traffic condition of the intersection vicinity where the deceleration assistance apparatus of FIG. 1 is used. It is a flowchart which shows the 1st vehicle group detection process by a roadside system. It is a flowchart which shows the deceleration assistance process by the deceleration assistance apparatus of FIG. It is a flowchart which shows the deceleration assistance process by the deceleration assistance apparatus of FIG. It is a graph which shows the relationship between the vehicle speed of a vehicle, and the distance between vehicles. It is a figure which shows the traffic condition of the intersection vicinity where the deceleration assistance apparatus of FIG. 1 is used. (A) is a graph which shows the relationship between the distance to the stop line position of a vehicle, and a vehicle speed, (b) is a figure which shows the passage area | region and stop area which are prescribed | regulated by the graph. It is a figure which shows the state of the preceding vehicle at the time of the own vehicle stopping in the intersection vicinity of FIG. (A) is a figure which shows the vehicle on the road which goes to an intersection, (b) is a graph which shows transition of the vehicle speed of the vehicle, (c) is a graph which shows transition of the driving force of the vehicle It is. It is a graph which shows the relationship between the distance from a stop line, and the vehicle speed in the vehicle which stops before the intersection. It is a block diagram which shows 2nd Embodiment of the deceleration assistance apparatus of this invention. It is a figure which shows the traffic condition of the intersection vicinity where the deceleration assistance apparatus of FIG. 12 is used. It is a figure which shows the state which the own vehicle entered into the detection area.

  Hereinafter, a preferred embodiment of a deceleration support apparatus according to the present invention will be described in detail with reference to the drawings.

  A deceleration support device 1 shown in FIG. 1 is a device that is mounted on a vehicle and supports deceleration when the host vehicle is stopped by a traffic light or the like. The deceleration support device 1 includes a control device 3, an on-vehicle road-to-vehicle communication device 5, a navigation device 7, a preceding vehicle detection sensor 9, a throttle control device 11, and a throttle actuator 13.

  The control device 3 is an electronic control unit that performs overall control of the deceleration support device 1, and is configured mainly by a computer including a CPU, a ROM, and a RAM, for example. The in-vehicle road-to-vehicle communication device 5 performs road-to-vehicle communication with a roadside road-to-vehicle communication device (described later) via the communication antenna 5a, and acquires various information related to the road on which the vehicle is currently traveling. The on-vehicle road-to-vehicle communication device 5 transmits the acquired information to the control device 3 as a communication information signal.

  The navigation device 7 receives radio waves from GPS satellites via the GPS antenna 7a and acquires current position information of the own vehicle. The navigation device 7 transmits the acquired information to the control device 3 as a current position signal. The preceding vehicle detection sensor 9 is a sensor that detects an object around the own vehicle, and employs, for example, a millimeter wave radar. In this case, the preceding vehicle detection sensor 9 is attached to the center on the front side of the host vehicle, transmits the millimeter wave toward the front of the host vehicle while scanning in the horizontal plane, and receives the reflected millimeter wave. The preceding vehicle detection sensor 9 transmits the millimeter wave transmission / reception information to the control device 3 as a radar signal. Based on the radar signal, the control device 3 can acquire the position and speed of a preceding vehicle traveling in front of the host vehicle. Here, it is assumed that information such as position and speed is acquired by the preceding vehicle detection sensor 9 only for one preceding vehicle traveling immediately before the host vehicle.

  The throttle control device 11 performs throttle drive control based on a command from the control device 3. The throttle actuator 13 drives the engine intake air amount adjustment valve based on a command from the throttle control device 11. When the host vehicle is stopped by a traffic light or the like, the throttle control device 11 and the throttle actuator 13 decelerate the host vehicle according to the command value calculated by the control device 3.

  As shown in FIG.1 and FIG.2, the roadside system 101 is installed in the intersection 100 where the deceleration assistance apparatus 1 of the own vehicle M0 is used. The roadside system 101 is a system for collecting various information regarding road traffic conditions and providing information to each vehicle traveling on the road by inter-vehicle communication. The roadside system 101 includes a traffic light 111, a roadside sensor 113, and a roadside road-to-vehicle communication device 115. The traffic light 111 displays the signal while switching the signal display in the order of a blue signal, a yellow signal, and a red signal in accordance with, for example, preset signal cycle information. The signal cycle information includes information such as a signal display switching cycle and switching timing. The own vehicle M0 and the preceding vehicle traveling toward the intersection 100 pass through the intersection 100 or stop before the intersection 100 according to the signal display of the traffic light 111.

  Specifically, the roadside sensor 113 is a camera provided above the road at the position p0 of the stop line of the intersection 100, detects the vehicle on the road by imaging the inside of the detection area 113a, and detects the detected vehicle related to the detected vehicle. Get information. In the roadside sensor 113, for example, information such as the number, speed, and position of detected vehicles is acquired as detected vehicle information. The roadside road-to-vehicle communication device 115 performs road-to-vehicle communication with the vehicle-mounted road-to-vehicle communication device 5 via the communication antenna 115a, and provides various information to the vehicle. Specifically, the roadside road-to-vehicle communication device 115 collects the signal cycle information from the traffic signal 111 and the detected vehicle information from the roadside sensor 113, and transmits them to the on-vehicle roadside vehicle communication device 5 of the host vehicle M0. .

  The roadside road-to-vehicle communication device 115 also transmits information unique to the intersection 100 such as the ID information of the intersection 100 and the coordinate information of the stop line position p0 to the in-vehicle road-to-vehicle communication device 5. The deceleration support device 1 of the host vehicle M0 can recognize information such as the vehicle speed and position of the detected vehicle detected by the roadside sensor 113 by receiving information from the in-vehicle road-to-vehicle communication device 5. Moreover, the deceleration assistance apparatus 1 can recognize information such as “the traffic light 111 switches to a red signal after XX seconds” based on the signal cycle information.

  Hereinafter, the process which the roadside system 101 and the deceleration assistance apparatus 1 of the own vehicle M0 perform is demonstrated.

  Now, as shown in FIG. 2, it is assumed that there are a plurality of preceding vehicles between the own vehicle M0 and the stop line position p0, and the preceding vehicle and the own vehicle M0 are traveling toward the intersection 100. These preceding vehicles are shown with reference numerals M1, M2, M3,. In addition, among the preceding vehicles, a group of vehicles positioned within the detection area 113a of the roadside sensor 113 (that is, the group of detected vehicles) is referred to as a “first vehicle group” and is positioned outside the detection area 113a of the roadside sensor 113. The group of vehicles to be referred to is referred to as “second vehicle group”. In addition, a vehicle group that is a combination of the first vehicle group and the second vehicle group (that is, a vehicle group that includes all preceding vehicles) may be referred to as a “0th vehicle group”.

  The roadside system 101 performs the first vehicle group detection process shown in FIG. That is, the roadside sensor 113 captures an image (S101), and detects a vehicle (a vehicle belonging to the first vehicle group Z1) existing in the detection area 113a (S103). The roadside sensor 113 detects the number of vehicles N1 in the first vehicle group Z1 (S105). In the example of FIG. 2, the three preceding vehicles M1 to M3 are located in the detection area 113a, and N1 = 3. Further, the roadside sensor 113 detects the rearmost position p1 of the first vehicle group Z1 (S107). The position p1 is detected by image processing of the captured image by the roadside sensor 113. Next, the roadside sensor 113 calculates the length L1 of the first vehicle group Z1 (S109). The length L1 of the first vehicle group Z1 may be obtained by calculating the distance from the stop line position p0 to the position p1, and L1 = | P1-P0 |. P1 in the above expression is the coordinate value of the position p1, and P0 is the coordinate value of the stop line position p0.

  Next, the roadside sensor 113 detects the average vehicle speed V1 of the first vehicle group Z1 (S111). Since the roadside sensor 113 can recognize the speed of each imaged vehicle, the average vehicle speed V1 is obtained here by averaging the speeds of the vehicles. Next, the roadside sensor 113 calculates the average inter-vehicle distance T1 of the first vehicle group Z1 (S113). Here, the average inter-vehicle distance T1 is obtained by calculating T1 = L1 / N1.

  Next, the roadside sensor 113 outputs the obtained vehicle number N1, vehicle group length L1, average inter-vehicle distance T1, and average vehicle speed V1 to the roadside road-to-vehicle communication device 115 (S115). The roadside road-to-vehicle communication device 115 transmits the information N1, L1, T1, and V1 of the first vehicle group Z1 to the on-vehicle road-to-vehicle communication device 5 (S117). Here, various information unrelated to the first vehicle group Z1 such as the position information of the stop line position p0 and the signal cycle information from the traffic light 111 is also transmitted from the roadside road-to-vehicle communication device 115.

  On the other hand, the deceleration support device 1 of the host vehicle M0 repeats the processes shown in FIGS. 4 and 5 at a constant cycle of about 50 milliseconds to 1 second. First, the on-vehicle road-to-vehicle communication device 5 of the deceleration support apparatus 1 obtains information on the first vehicle group Z1 including the number of vehicles N1, the vehicle group length L1, the average inter-vehicle distance T1, and the average vehicle speed V1 as roadside roads. Received from the inter-vehicle communication device 115 (S201). The received information is transmitted as a communication information signal to the control device 3 and recognized by the control device 3.

  Next, on the basis of the radar signal from the preceding vehicle detection sensor 9, the control device 3 determines the vehicle speed V3 of the preceding vehicle (here, the preceding vehicle M7) immediately before the host vehicle M0 and the front between the preceding vehicle. The inter-vehicle distance D2 is acquired (S203). Furthermore, the control device 3 acquires the current position p2 of the host vehicle M0 based on the current position signal from the navigation device 7 (S205). And the control apparatus 3 calculates the distance D1 from the present position p2 of the own vehicle M0 to the stop line position p0 (S207). This distance D1 is obtained by the calculation of D1 = | P2-P0 |. P2 in the above formula is a coordinate value of the current position p2.

  Next, the control device 3 calculates the length L2 of the second vehicle group Z2 (S209). The vehicle group length L2 is obtained by the calculation of L2 = D1-D2-L1. Next, the control device 3 calculates the average vehicle speed V2 of the second vehicle group Z2 (S211). This average vehicle speed V2 is obtained by the calculation of V2 = | V3-V1 | / 2. Next, the control device 3 calculates an average inter-vehicle distance T2 of the second vehicle group Z2 (S213). This average inter-vehicle distance T2 is calculated based on the following knowledge.

  In general, the relationship between the vehicle speed and the inter-vehicle distance varies depending on road conditions (for example, road curvature, slope, number of lanes, etc.) and vehicle types existing on the road (passenger cars, large cars, etc.). Here, with respect to the inter-vehicle distance T in relation to the vehicle speed V, a general upper limit T = fmax (V) curve and a lower limit T = fmin (V) curve are set as illustrated in FIG. Then, a curve of the relational expression T = f (v) between the vehicle speed and the inter-vehicle distance in the vicinity of the intersection 100 is expressed so that the above-described relationship between the average vehicle speed V1 of the first vehicle group Z1 and the average inter-vehicle distance T1 is satisfied. And set between the upper limit curve and the lower limit curve. Note that the curves f, fmax, and fmin are similar to each other. In addition, when the relationship between the average vehicle speed V1 and the average inter-vehicle distance T1 deviates from the region between the upper limit curve and the lower limit curve, any nearest upper limit curve or lower limit curve is set to T = f (v). Adopt as a curve. If the relationship of T = f (v) is thus determined, the average inter-vehicle distance T2 is obtained by T2 = f (V2).

  Next, the control device 3 calculates the number N2 of vehicles in the second vehicle group Z2 (S215). The number of vehicles N2 is obtained by calculating N2 = L2 / T2. For example, here, description will be given below assuming that N2 = 4 is calculated as shown in FIG. As can be understood from the calculation method described above, the average inter-vehicle distance T2 and the number of vehicles N2 related to the second vehicle group Z2 are estimated values. By performing the estimation calculation as described above, it is possible to grasp the traveling state of the preceding vehicle outside the detection area 113a as a second vehicle group.

  Next, as shown in FIG. 5, the control device 3 calculates the number N0 of vehicles in the 0th vehicle group (S301). The number N0 of vehicles is obtained by the calculation of N0 = N1 + N2. Next, the control device 3 calculates the average vehicle speed V0 of the 0th vehicle group (S303). The average vehicle speed V0 is obtained by calculation of V0 = (V1 · N1 + V2 · N2) / (N1 + N2). Next, based on the signal cycle information obtained by road-to-vehicle communication, the control device 3 acquires a time tr until the traffic light 111 switches to a red signal (S305).

  Next, as shown in FIG. 7, the control device 3 calculates a passage stop boundary position p5 in the 0th vehicle group, and calculates a distance D0 from the stop line position p0 to the passage stop boundary position p5 (S307). ). “Passing stop boundary position” refers to the region of the vehicle position that is expected to pass through the intersection 100 before the traffic light 111 is switched to the next red signal, and before the intersection 100 when the traffic light 111 is switched to the next red signal. This refers to the position of the boundary between the vehicle position area expected to stop at (before the stop line position p0). That is, when the traffic light 111 is next switched to a red signal, a vehicle located before the passage stop boundary position p5 passes through the intersection 100, and a vehicle located after the passage stop boundary position p5 is located before the intersection 100. Expected to stop. Such a passage stop boundary position p5 is calculated based on the following knowledge.

Here, as shown in FIG. 8A, in the DV coordinate system in which the distance from the vehicle to the stop line position p0 is D [m] and the vehicle speed is V [km / h] Consider the graphs G1 and G2. The equation representing the graph G1 is V = (D / tr) · 3.6. In the region above the graph G1, it is possible for the vehicle to pass the stop line position p0 by tr seconds after the traffic light 111 switches to the red signal next, and in the region below the graph G1, tr seconds. It means that the vehicle cannot pass through the stop line position p0 until later. On the other hand, the equation representing the graph G2 is V = √ (2 · a · D). In the region above the graph G2, when the vehicle decelerates at the normal deceleration a [m / s 2 ], it is impossible to stop before the stop line position p0, and below the graph G2. In the region, it means that it is possible to stop before the stop line position p0 when the vehicle decelerates at the normal deceleration a [m / s 2 ]. A specific value of the deceleration a is preset as a normal deceleration of the vehicle and stored in the control device 3 in advance.

  Therefore, the area A1 shown in FIG. 8A is an area that can be stopped at the stop line position p0 and cannot pass through the stop line position p0. I expect that. The area A2 is an area that cannot stop at the stop line position p0 and can pass through the stop line position p0. The vehicle in the area A2 is expected to pass through the intersection 100 before the next red light of the traffic light 111. .

  The area A3 is an area that can be stopped at the stop line position p0 and can pass through the stop line position p0. The vehicle in the area A3 is also expected to stop at the red signal next to the traffic light 111. This is because, when more vehicles are expected to be stopped, in the deceleration support control of the host vehicle M0, useless sudden braking when the prediction is lost is avoided, and the safety and fuel efficiency improvement effects are high. The area A4 is an area that cannot be stopped at the stop line position p0 and cannot pass through the stop line position p0, and the vehicle in the area A4 is also expected to stop at the red signal next to the traffic light 111. This is because the vehicle in the area A4 can be stopped at the stop line position p0 with a deceleration larger than the normal deceleration a, and is therefore expected to stop with a deceleration larger than usual.

To summarize the above, the boundary line between the stop area and the passing area of the vehicle is a graph showing V = h (D) as shown in FIG. Therefore, the control device 3 uses the graph of V = h (D) to stop passing from the stop line position p0 by calculating D0 = h −1 (V0) based on the average vehicle speed V0 of the 0th vehicle group. A distance D0 to the boundary position p5 is calculated. Hereinafter, as illustrated in FIG. 7, the passage stop boundary position p5 is described as being calculated as a position between the preceding vehicles M4 and M5.

  Next, the control device 3 calculates the number Nx of the preceding vehicles expected to stop before the stop line position p0 at the next red signal of the traffic light 111 (S309). Hereinafter, the group of preceding vehicles expected to stop before the stop line position p0 at the next red signal of the traffic light 111 is referred to as “stop vehicle group Y”. The number of vehicles Nx in the stopped vehicle group Y is obtained by the calculation of Nx = N0 · (L0−D0) / L0. The vehicle group length L0 of the 0th vehicle group is obtained by the calculation of L0 = D1-D2 based on the distance D1 from the own vehicle M0 to the stop line position p0 and the front inter-vehicle distance D2. Here, as illustrated in FIG. 7, the number Nx = 3 is calculated.

  When Nx = 3, the final state of each vehicle that stops at a red signal is expected to be the state shown in FIG. That is, when the three preceding vehicles M5, M6, M7 belonging to the stopped vehicle group Y stop before the stop line position p0, and the own vehicle M0 stops behind the stopped vehicle group Y (behind the preceding vehicle M7). is expected. Accordingly, the control device 3 uses the rear end position p6 of the stopped vehicle group Y as a reference, and sets the target stop position p7 to which the own vehicle M0 should stop at the rear by a predetermined distance from the reference position p6. You only have to set it. Therefore, the control device 3 calculates a distance Dx from the stop line position p0 to the target stop position p7 to be set (S311). Specifically, the distance Dx is calculated by calculating Dx = Nx · T0. T0 is the inter-vehicle distance of the stopped vehicle group Y in the stopped state. A specific value of the inter-vehicle distance T0 is set in advance as a general inter-vehicle distance value of a stopped vehicle group that stops at a red signal, and is stored in the control device 3 in advance.

  Next, the control device 3 calculates a target stop distance Dt of the host vehicle M0 by calculating Dt = D1-Dx (S313). Next, the control device 3 calculates an acceleration / deceleration command value for control to stop the host vehicle M0 at the target stop distance Dt, and transmits it to the throttle control device 11 (S315). Then, the throttle actuator 13 drives the intake air amount adjustment valve based on the command of the throttle control device 11 (S317), so that, for example, the host vehicle M0 having a constant deceleration is decelerated, and finally the host vehicle. M0 stops at the target stop position p7.

  As described above, the deceleration support apparatus 1 includes a plurality of preceding vehicles based on the information acquired by the roadside system 101 and the information acquired by the preceding vehicle detection sensor 9 of the host vehicle M0. Information on the first and second vehicle groups Z1, Z2 can be obtained. Based on the signal cycle information of the traffic light 111, the stopped vehicle group Y that stops at the traffic light 111 among the preceding vehicles is predicted. Then, based on the position p6 of the rear end of the stopped vehicle group Y, a target stop position p7 is determined, and deceleration support control is performed so that the host vehicle M0 is stopped at the target stop position p7. Thus, according to the deceleration support apparatus 1, the target stop position p7 of the host vehicle M0 is determined by including the plurality of preceding vehicles M1 to M7 ahead of the host vehicle M0, so that It is possible to support deceleration of the car M0.

  Moreover, in this deceleration assistance apparatus 1, not only the information of the 1st vehicle group Z1 which can be acquired by road-to-vehicle communication but the information of the 2nd vehicle group Z2 which cannot be detected only by road-to-vehicle communication is acquired by estimation etc. That is, the deceleration support apparatus 1 is based on the information obtained by the road-to-vehicle communication and the information obtained by the in-vehicle detection device (the preceding vehicle detection sensor 9, the navigation device 7, etc.) of the second vehicle group Z2. Information on the running state is acquired by estimation calculation or the like, and as a result, information on the entire preceding vehicle (the 0th vehicle group) is acquired. Therefore, even if all the preceding vehicles of the host vehicle M0 do not enter the detection area 113a, it is possible to grasp the traveling state of the entire preceding vehicle. In other words, since it is possible to predict the travel of the entire preceding vehicle from an early point before all the preceding vehicles enter the detection area 113a, the deceleration control of the host vehicle M0 in relation to the traffic light 111 can be started early. As a result, deceleration support control of the host vehicle M0 that is excellent in safety and fuel efficiency improvement effect becomes possible.

  The basic concept of this type of deceleration support control is as shown in FIG. Now, as shown in FIG. 10 (a), the vehicle M is traveling alone toward the intersection 100 having the traffic light 111, and when the vehicle M reaches each position on the road shown in FIG. It is assumed that the traffic light 111 is switched from a green signal to a yellow signal to a red signal. When the deceleration support control of the vehicle M is not performed, the vehicle M starts to decelerate after the traffic light 111 is switched to a red signal as indicated by a graph J0 in FIG. At this time, the driving force of the vehicle M changes as shown by a graph K0 in FIG.

  On the other hand, when the deceleration support control of the vehicle M using road-to-vehicle communication is performed, the control system can recognize the switching time to the red signal in advance. The control start condition is that when it is determined that the vehicle M should stop at the red signal of the traffic light 111 and the vehicle M cannot stop at the stop line at normal deceleration (region A2 in FIG. 8A or Equivalent to A4). According to the deceleration support control, as shown by the graph J1 in FIG. 10B, the vehicle M starts to decelerate before the traffic light 111 switches to a red signal. At this time, the driving force of the vehicle M changes as shown by a graph K1 in FIG. Therefore, when the deceleration support control of the vehicle M is performed, the amount of fuel indicated by hatching in FIG.

  Furthermore, according to the deceleration support device 1 described above, the deceleration support control of the vehicle M can be performed while reflecting the traffic situation of the preceding vehicle. For example, as shown in the graph R1 of FIG. 11, when control is performed that does not consider the traffic situation of the preceding vehicle, the vehicle M is controlled to decelerate with the goal of stopping the vehicle M at the stop line position p0. . However, the vehicle M approaches the preceding vehicle during deceleration, and the driver himself needs to perform a braking operation at a point r on the graph R1. Accordingly, the transition of the vehicle speed of the vehicle M is as shown in the graph R1 '. On the other hand, according to the deceleration support apparatus 1 that reflects the traffic situation of the preceding vehicle, the target stop position p7 is determined at an early point based on the prediction of the number of preceding vehicles that stop ahead. And so that the vehicle M is stopped at the target stop position p7, for example, deceleration control of the vehicle M is performed at equal deceleration, and the vehicle speed of the vehicle M changes as shown in the graph R2. Therefore, the fuel shown by hatching in FIG. 11 is further saved.

(Second Embodiment)
FIG. 12 shows a deceleration support apparatus 301 and a roadside system 101 according to the second embodiment of the present invention. As shown in FIG. 12, the deceleration support apparatus 301 is different from the deceleration support apparatus 1 (FIG. 1) in that the preceding vehicle detection sensor 9 is not provided. In the deceleration support apparatus 301 of FIG. 12, the same or equivalent components as those of the deceleration support apparatus 1 are denoted by the same reference numerals as those in FIG.

  In this case, the deceleration support apparatus 301 cannot acquire the position and vehicle speed of the preceding preceding vehicle M7, but can handle the host vehicle M0 as the last vehicle in the second vehicle group Z2, as shown in FIG. For example, the same processing as that of the deceleration support device 1 is possible. In this case, for example, the vehicle speed V3 of the last vehicle in the second vehicle group Z2 used for the calculation of the deceleration control is the vehicle speed of the own vehicle M0 and may be acquired from the vehicle speed sensor 303 (FIG. 12) of the own vehicle M0. Further, the position of the rear end of the second vehicle group Z2 can also be acquired from the navigation device 7 as the current position p2 of the host vehicle M0. Further, the vehicle group length L2 of the second vehicle group may be L2 = D1-L1, and the vehicle group length L0 of the 0th vehicle group may be L0 = D1. Further, the number Nx of the stopped vehicle group Y may be Nx−1 except for the own vehicle M0. Thus, also in the deceleration support apparatus 301 in which the preceding vehicle detection sensor is omitted, the same effect as the deceleration support apparatus 1 can be obtained.

  As shown in FIG. 14, when the own vehicle M0 equipped with the deceleration support device 1 or 301 enters the detection area 113a, the position information and vehicle speed information of each detected vehicle obtained by road-to-vehicle communication, and the own vehicle By comparing the current position information and vehicle speed information of M0, it is possible to recognize how many of the detected vehicles the own vehicle M0 is, and recognize the number of preceding vehicles ahead of the own vehicle M0. can do. The current position information of the host vehicle M0 can be obtained from the navigation device 7, and the vehicle speed information of the host vehicle M0 can be obtained from a vehicle speed sensor.

  DESCRIPTION OF SYMBOLS 1,301 ... Deceleration assistance apparatus 7 ... Navigation apparatus (detection means) 9 ... Prior vehicle detection sensor (detection means) 101 ... Road side system (road side machine) 111 ... Traffic light p6 ... Rear end position of stop vehicle group p7 ... Target stop position M0 ... Own vehicle Y ... Stopped vehicle group Z1 ... First vehicle group Z2 ... Second vehicle group

Claims (3)

  1. Information on the first vehicle group obtained from the roadside machine with respect to the first vehicle group in front of the host vehicle, information on the second vehicle group obtained based on detection information of the detection means mounted on the host vehicle, and Based on the signal cycle information of the traffic lights in front of the first and second vehicle groups, a stop vehicle group that stops in front of the traffic lights among the vehicles belonging to the first or second vehicle group is predicted. ,
    A deceleration support apparatus for performing deceleration support control of the host vehicle, wherein the position of the rear end of the stopped vehicle group when the stopped vehicle group stops is used as a reference of the target stop position of the host vehicle.
  2. The first vehicle group is located between the own vehicle and the stop line position of the traffic light,
    The deceleration support apparatus according to claim 1, wherein the second vehicle group is located between the own vehicle and the first vehicle group.
  3. The information on the first vehicle group is
    Including the number of vehicles belonging to the first vehicle group, the vehicle group length of the first vehicle group, the average inter-vehicle distance in the first vehicle group, and the average vehicle speed in the first vehicle group;
    The information of the second vehicle group is
    Including the number of vehicles belonging to the second vehicle group, the vehicle group length of the second vehicle group, the average inter-vehicle distance in the second vehicle group, and the average vehicle speed in the second vehicle group ,
    The information of the second vehicle group is
    The information obtained by estimation based on the information of the first vehicle group obtained by road-to-vehicle communication from the roadside machine and the detection information obtained by the detection means of the own vehicle. The deceleration support apparatus according to 1 or 2.
JP2010016759A 2010-01-28 2010-01-28 Deceleration support device Active JP5471516B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2010016759A JP5471516B2 (en) 2010-01-28 2010-01-28 Deceleration support device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2010016759A JP5471516B2 (en) 2010-01-28 2010-01-28 Deceleration support device

Publications (2)

Publication Number Publication Date
JP2011154619A true JP2011154619A (en) 2011-08-11
JP5471516B2 JP5471516B2 (en) 2014-04-16

Family

ID=44540517

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2010016759A Active JP5471516B2 (en) 2010-01-28 2010-01-28 Deceleration support device

Country Status (1)

Country Link
JP (1) JP5471516B2 (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013072995A1 (en) * 2011-11-14 2013-05-23 トヨタ自動車株式会社 Driving assistance device
WO2013073014A1 (en) * 2011-11-15 2013-05-23 トヨタ自動車株式会社 Driving assistance device
WO2013072994A1 (en) * 2011-11-14 2013-05-23 トヨタ自動車株式会社 Driving assistance device
JP2015501250A (en) * 2011-10-17 2015-01-15 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Determination of driving program for vehicles
JP2015041241A (en) * 2013-08-22 2015-03-02 アイシン・エィ・ダブリュ株式会社 Deceleration setting system, method, and program
WO2015087395A1 (en) * 2013-12-10 2015-06-18 三菱電機株式会社 Travel controller
WO2015114699A1 (en) * 2014-01-31 2015-08-06 株式会社Jvcケンウッド Electronic device, control method for electronic device, and control program for electronic device
WO2016203618A1 (en) * 2015-06-18 2016-12-22 日産自動車株式会社 Drive assist device and vehicle
KR20180137783A (en) * 2017-06-19 2018-12-28 주식회사 만도 Cruise controller for vehicle and driving method thereof

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006281898A (en) * 2005-03-31 2006-10-19 Pioneer Electronic Corp Traveling support device, traveling support method, traveling support program and storage medium
JP2009025902A (en) * 2007-07-17 2009-02-05 Toyota Motor Corp Vehicle operation support device and operation support system
JP2009087062A (en) * 2007-09-28 2009-04-23 Sumitomo Electric Ind Ltd Vehicle driving support system, driving support device, vehicle, and vehicle driving support method

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006281898A (en) * 2005-03-31 2006-10-19 Pioneer Electronic Corp Traveling support device, traveling support method, traveling support program and storage medium
JP2009025902A (en) * 2007-07-17 2009-02-05 Toyota Motor Corp Vehicle operation support device and operation support system
JP2009087062A (en) * 2007-09-28 2009-04-23 Sumitomo Electric Ind Ltd Vehicle driving support system, driving support device, vehicle, and vehicle driving support method

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015501250A (en) * 2011-10-17 2015-01-15 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Determination of driving program for vehicles
US9278672B2 (en) 2011-11-14 2016-03-08 Toyota Jidosha Kabushiki Kaisha Driving support apparatus
WO2013072995A1 (en) * 2011-11-14 2013-05-23 トヨタ自動車株式会社 Driving assistance device
WO2013072994A1 (en) * 2011-11-14 2013-05-23 トヨタ自動車株式会社 Driving assistance device
CN103918018A (en) * 2011-11-14 2014-07-09 丰田自动车株式会社 Driving assistance device
US9202378B2 (en) 2011-11-14 2015-12-01 Toyota Jidosha Kabushiki Kaisha Driving assistance apparatus
JPWO2013072995A1 (en) * 2011-11-14 2015-04-02 トヨタ自動車株式会社 Driving assistance device
CN103930936A (en) * 2011-11-15 2014-07-16 丰田自动车株式会社 Driving assistance device
WO2013073014A1 (en) * 2011-11-15 2013-05-23 トヨタ自動車株式会社 Driving assistance device
JPWO2013073014A1 (en) * 2011-11-15 2015-04-02 トヨタ自動車株式会社 Driving assistance device
US9437110B2 (en) 2011-11-15 2016-09-06 Toyota Jidosha Kabushiki Kaisha Drive assisting apparatus
US9469299B2 (en) 2013-08-22 2016-10-18 Aisin Aw Co., Ltd. Deceleration setting system, deceleration setting method, and deceleration setting program
CN104417558A (en) * 2013-08-22 2015-03-18 爱信艾达株式会社 Deceleration setting system, deceleration setting method, and deceleration setting program
JP2015041241A (en) * 2013-08-22 2015-03-02 アイシン・エィ・ダブリュ株式会社 Deceleration setting system, method, and program
JPWO2015087395A1 (en) * 2013-12-10 2017-03-16 三菱電機株式会社 Travel control device
CN105814619A (en) * 2013-12-10 2016-07-27 三菱电机株式会社 Travel controller
WO2015087395A1 (en) * 2013-12-10 2015-06-18 三菱電機株式会社 Travel controller
US9884624B2 (en) 2013-12-10 2018-02-06 Mitsubishi Electric Corporation Travel control device
JP2015164027A (en) * 2014-01-31 2015-09-10 株式会社Jvcケンウッド Electronic equipment, control method and control program of electronic equipment
WO2015114699A1 (en) * 2014-01-31 2015-08-06 株式会社Jvcケンウッド Electronic device, control method for electronic device, and control program for electronic device
US9824588B2 (en) 2014-01-31 2017-11-21 JVC Kenwood Corporation Electronic device, control method for electronic device, and control program for electronic device
WO2016203618A1 (en) * 2015-06-18 2016-12-22 日産自動車株式会社 Drive assist device and vehicle
KR20180137783A (en) * 2017-06-19 2018-12-28 주식회사 만도 Cruise controller for vehicle and driving method thereof
KR101984521B1 (en) * 2017-06-19 2019-05-31 주식회사 만도 Cruise controller for vehicle and driving method thereof

Also Published As

Publication number Publication date
JP5471516B2 (en) 2014-04-16

Similar Documents

Publication Publication Date Title
JP5094658B2 (en) Driving environment recognition device
JP4104233B2 (en) Driving environment recognition device
EP2416003A2 (en) Engine automatic control system
JP5573461B2 (en) Vehicle control system
JP4571757B2 (en) Method and apparatus for controlling the running speed of a vehicle
JP5397452B2 (en) Driving assistance device
JP2016034782A (en) Vehicle control unit
JP2004352217A (en) Distance between vehicles controller
EP2671768B1 (en) Vehicle control apparatus
DE112011102992T5 (en) Vehicle speed indication using vehicle infrastructure wireless communication
CN102439644B (en) Vehicle surrounding monitor device and method for monitoring surroundings used for vehicle
US9981658B2 (en) Autonomous driving vehicle system
JP4702086B2 (en) Vehicle driving support device
US7720586B2 (en) Driving support apparatus and driving support method
US7474253B2 (en) On-vehicle radar device and vehicle control system
US20170082452A1 (en) Lane selecting device, vehicle control system and lane selecting method
US9481369B2 (en) Cruise control system for determining object as target for cruise control
US20100106364A1 (en) Inter-vehicle communication system and method for indicating speed and deceleration
JP5042035B2 (en) Dangerous driving prediction device
JP2005062912A (en) Vehicles controller
JP5304735B2 (en) Tracking control device
JP2009070101A (en) Traveling plan generation device
US20160207536A1 (en) Autonomous driving device
JP5751339B2 (en) Driving support device
JP5673691B2 (en) Driving assistance device

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20120312

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20130703

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20130709

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20130815

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20140107

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20140120