JP2012133623A - Idling stop support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an idling stop support device that allows an idling stop to be executed more efficiently and effectively.SOLUTION: In an idling stop support device, signal display information is acquired from a traffic signal controller which is installed in an intersection positioned at the front in the travelling direction of a subject vehicle. In the case that a stop time obtained based on the acquired signal display information is equal to or more than a preset threshold, an idling stop support is executed for the subject vehicle which stops and waits for a signal to change. On that occasion, the stop time is compensated in such an increasing manner that the farther the stop position of the subject vehicle is from the intersection, the longer the stop time is made.

Description

  The present invention relates to a technique for assisting a driver to stop idling.

  The vehicle-mounted device described in Patent Literature 1 acquires a stop time to stop while waiting for a signal from the signal control information, and determines that idling stop is not performed when the acquired stop time is shorter than a threshold value.

JP 2001-188991 A

In the above prior art, the vehicle stop time for waiting for a signal is determined only from the signal control information. However, the stop time until the host vehicle waiting for a signal starts changing also depends on causes other than the signal control information, for example, the situation of the preceding vehicle. For this reason, in the said prior art, an idling stop may not be implemented efficiently and effectively.
The present invention pays attention to the above points, and an object thereof is to perform idling stop more efficiently and effectively.

  In order to solve the above-mentioned problems, the present invention acquires traffic signal signal display information provided at an intersection located in front of the traveling direction of the host vehicle, and obtains a stop time determined based on the acquired signal display information in advance. When the threshold is equal to or greater than the set threshold value, idling stop assistance is implemented for the host vehicle that has stopped waiting for a signal. At that time, the stop time is corrected to increase so that the stop time becomes longer as the stop position of the own vehicle with respect to the intersection is further away.

  According to the present invention, the stop time of the host vehicle is closer to the actual stop time by calculating the stop time in consideration of the stop position of the host vehicle with respect to the intersection. As a result, the idling stop can be performed more efficiently and effectively, such as the opportunity and frequency of performing the idling stop are increased.

It is a figure explaining the system configuration | structure which concerns on embodiment based on this invention. It is a figure explaining the structure of an idling stop determination part. It is a flowchart explaining the basic process of idling stop support. It is a flowchart explaining the calculation process example of remaining distance. It is a schematic diagram explaining the remaining distance. It is a flowchart explaining the process of a stop time change part. It is a schematic diagram which shows the example which the other vehicle has stopped before the own vehicle. It is a figure explaining fuel consumption. It is a figure explaining the structure of a modification.

Embodiments according to the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram illustrating a configuration of an own vehicle and an infrastructure system that are equipped with an idling stop support device according to the present embodiment.
First, the infrastructure system will be described.
The traffic signal 1 is installed at the intersection. The traffic signal 1 displays various signals according to the signal from the signal controller 2.

The information provision determination device 3 transmits the signal display information to be provided and other traffic information from the information transmission unit 4 based on the signal from the signal controller 2 that controls the traffic signal 1. The information provision determination device 3 according to the present embodiment acquires information on the scheduled light colors of the traffic light 1 (red, yellow, red split times, current light color and remaining seconds, etc.) from the signal controller 2. . Subsequently, the information provision determination device 3 generates and updates traffic information data to be transmitted to the vehicle by combining information on the road color alignment at the intersection registered in advance with the information on the scheduled light color scheduled time. Information relating to the scheduled lamp color time in the traffic information data is signal display information.
The information transmission unit 4 of the present embodiment is a communication infrastructure on the road composed of an optical beacon, a DSRC beacon, and the like. The information transmission unit 4 transmits the traffic information data generated and updated by the information provision determination device 3.

Next, the host vehicle MM equipped with the idling stop support device will be described.
Reference numeral 10 denotes a brake pedal. The brake pedal 10 is an operator for a driver to give a braking instruction. The brake sensor 11 detects the state of the brake pedal 10.
Reference numeral 12 denotes a wheel speed sensor. The wheel speed sensor 12 detects the wheel speed. The vehicle speed of the host vehicle MM can be obtained from the wheel speed.
Reference numeral 13 denotes a shift position sensor. It is a lever. The shift position sensor 13 detects a shift command (shift command) for the transmission indicated by the shift lever.
Reference numeral 14 denotes an accelerator pedal. The accelerator pedal 14 is an operator that gives a driver an acceleration instruction.

In addition, the information receiving unit 20 and the vehicle control unit 21 are mounted on the host vehicle MM.
The information receiving unit 20 receives the traffic information data from the information transmitting unit 4. The information receiving unit 20 is configured by a beacon antenna or a DSRC antenna, for example, and is installed on a dashboard of the vehicle.
The vehicle control unit 21 includes one or more computers. The vehicle control unit 21 includes a vehicle state detection unit 21A, a signal waiting state detection unit 21B, an idling stop determination unit 21C, and an engine control unit 21D.

The vehicle state detection unit 21A is a program that detects the state of the host vehicle MM, in particular whether the host vehicle MM is stopped, from the speed, brakes, shift position, engine 22 state, and the like of the host vehicle MM.
The signal waiting state detection unit 21B is a program that detects whether or not a signal is waiting based on the information obtained by the information receiving unit 20 and the detection result of the vehicle state detection unit 21A.

The idling stop determination unit 21C determines the necessity of idling stop based on the detection result of the signal waiting state detection unit 21B and the information obtained by the information receiving unit 20, and the scheduled end time of the red light color Is a program for determining the timing of engine restart.
If the information receiving unit 20 determines that the signal has switched from blue to red during the idling stop, the information receiving unit 20 inputs the signal display information from the beacon again, and the idling stop determining unit 21C is based on the signal. Redo the idling stop execution determination.

As shown in FIG. 2, the idling stop determination unit 21C includes a stop time calculation unit 21Ca, a remaining distance calculation unit 21Cb, a stop time change unit 21Cd, and a determination unit 21Ce.
The stop time calculation unit 21Ca is a program for obtaining the stop time Ts of the host vehicle MM with respect to the intersection based on the signal display information. The stop time calculation unit 21Ca of the present embodiment sets the remaining number of seconds for red signal display as the stop time Ts.

The remaining distance calculating unit 21Cb is a program that calculates the remaining distance Lr to the stop position of the intersection based on the traffic information received by the information receiving unit 20 and the moving distance of the host vehicle MM.
The stop time changing unit 21Cd is a program for correcting the stop time Ts calculated by the stop time calculating unit 21Ca based on the remaining distance Lr calculated by the remaining distance calculating unit 21Cb when the host vehicle MM stops.

  Based on the determination of the vehicle state detection unit 21A, when it is determined that the vehicle shift position is determined and the host vehicle MM is stopped, it is determined whether to support idling stop based on the stop time Ts, and it is determined that the vehicle is executed. In this case, the program outputs an idling stop execution command to the idling stop control unit 21Da. If the determination unit 21Ce outputs an idling stop execution command to the idling stop control unit 21Da and then determines that the idling stop support is canceled, the determination unit 21Ce outputs an idling stop cancellation command to the idling stop control unit 21Da.

The determination unit 21Ce determines to support idling stop when the stop time Ts is greater than or equal to a preset threshold Te (effective idling stop time). Further, after determining that the idling stop support is to be performed, the determination unit 21Ce determines that the idling stop support is to be canceled when the stop time Ts is less than the preset threshold Te.
The effective idling stop time (threshold Te) is set to, for example, the minimum value of the stop time of the engine 22 in which the fuel consumption amount and exhaust gas amount when the engine 22 is stopped are the same fuel consumption amount as when the engine 22 is started.

The engine control unit 21D is a program that controls driving of the engine 22 based on the accelerator opening and the like. The engine control unit 21D includes an idling stop control unit 21Da.
The idling stop control unit 21Da is a program that executes idling stop and controls engine restart as idling stop cancellation based on the command from the idling stop determination unit 21C.

Next, a process related to the idling stop assist process among the processes of the vehicle control unit 21 will be described with reference to a flowchart shown in FIG.
Here, the information receiving unit 20 performs reception processing at a preset cycle, and when entering the communication area of the information transmitting unit 4, receives signal display information such as signal lamp color information and traffic information data such as road alignment information. To do.
When the vehicle control unit 21 first determines in step S1 that the information receiving unit 20 has received signal display information and road alignment information, the vehicle control unit 21 proceeds to step S2.

In step S2, the remaining distance calculation unit 21Cb starts counting the travel distance from the time when the signal display information is received. Thereafter, the process proceeds to step S3.
In step S3, the stop time calculation unit 21Ca counts down the remaining number of seconds from the time when the signal display information is received. Thereafter, the process proceeds to step S4.
In step S3, the remaining distance calculation unit 21Cb determines the position of the host vehicle MM, and calculates the remaining distance Lr from the host vehicle MM position to the stop line. Thereafter, the process proceeds to step S4.

Here, the calculation process of the remaining distance Lr from the own vehicle MM position to the stop line in steps S2 and S4 will be described with reference to the flowchart of FIG.
First, in step S41, based on the vehicle speed of the host vehicle MM, calculation of the travel distance Lp after passing the beacon on the road is started. That is, the calculation of the movement distance starts from the timing when the beacon passes. Also, the position directly below the beacon is calculated as a 0m point. Thereafter, the process proceeds to step S42.

First, as shown in FIG. 5, the travel speed Lp after passing the beacon on the road is calculated by obtaining an average speed at the control time t for each preset control time (for example, 100 msec). The movement distance per unit time is obtained by multiplying the control time t. Then, the travel distance Lp is obtained by accumulating the travel distance per unit time.
Next, in step S42, based on the “travel distance Lp after passing the beacon” and the “distance L to the stop line stop” acquired by the information receiving unit 20, the stop line The remaining distance Lr until is calculated. Then return.
Lr = L−Lp

  Further, in step S5, the vehicle control unit 21 determines whether or not a deviation from the service target road (traveling road toward the intersection ahead of the traveling direction of the host vehicle MM) has been made based on the road alignment information and the traveling direction of the host vehicle MM. Determine whether. If it is determined that the vehicle has departed midway, the idling stop process corresponding to the intersection is stopped and the process returns. If it is determined that there is no departure, the process proceeds to step S6.

  In step S6, the signal waiting state detection unit 21B determines whether or not the host vehicle MM is stopped in the drive shift state. When not stopping, it transfers to step S4 and updates the position determination of the own vehicle MM. On the other hand, when it is determined that the host vehicle MM is stopped, a red signal waiting state at the intersection is detected from the remaining distance Lr to the stop line, the vehicle stop state, the signal light color state, and the remaining number of seconds of signal display. Thereafter, the process proceeds to step S7.

  In step S7, the stop time calculation unit 21Ca calculates the remaining second time until the blue signal after detecting the red light waiting state, and calculates the stop time Ts based on the remaining second time. Further, the stop time changing unit 21Cd increases and corrects the stop time Ts if the change condition is satisfied. Then, the determination unit 21Ce determines whether the calculated stop time Ts exceeds the effective idling stop time that is a preset threshold value Te. If the effective idling stop time is exceeded, an idling stop command is output to the idling stop control unit 21Da (step S8).

On the other hand, when it is determined that the stop time Ts does not exceed the effective idling stop time (threshold value Te), the determination unit 21Ce stops the idling stop process corresponding to the intersection and returns. At this time, if idling is stopped, an engine restart command is output to the idling stop control unit 21Da. The idling stop control unit 21Da performs restart processing of the engine 22 when an engine restart command is input.
The transition from step S8 to step S4 is due to the fact that a temporarily stopped vehicle may move.

Here, the process of correcting (changing) the stop time Ts performed by the stop time changing unit 21Cd will be described with reference to FIG.
First, in step S71, the stop time changing unit 21Cd determines whether or not the remaining distance Lr to the stop line is less than a preset head determination distance. If it is less than the head determination distance, it is determined that the host vehicle MM is a stop line head vehicle, and the overall start loss time Ta = “zero” is set, and the process proceeds to step S74. If the remaining distance Lr to the stop line is equal to or greater than the preset head determination distance, the process proceeds to step S72.

The head determination distance is set to 7 m, for example. The head determination distance is a value obtained by setting a distance with a low probability that another stop vehicle exists between the stop line and the host vehicle MM by an experiment or an experience value.
In step S72, the stop time changing unit 21Cd estimates the number N of other stopped vehicles existing between the stop line and the host vehicle MM from the remaining distance Lr. Thereafter, the process proceeds to step S73.
In the present embodiment, the number N is estimated based on a value obtained by dividing the remaining distance Lr by “first determination distance = 7 (m)”. The decimal part is rounded down. 7 (m) is a distance estimated to be occupied by one vehicle in a stopped state.

For example, if the remaining distance Lr is 10 (m), 10 ÷ 7 = 1.4285..., So the number N of other stopped vehicles existing between the stop line and the host vehicle MM is estimated as one. To do.
In step S73, the stop time changing unit 21Cd calculates the total start loss time Ta based on the following formula from the estimated number N of other stopped vehicles. Thereafter, the process proceeds to step S74.
Total start loss time Ta = Start loss time per vehicle x Estimated number N

The start loss time per vehicle is set to 1.5 seconds, for example.
In step S74, the stop time changing unit 21Cd obtains the stop time Ts by the following equation.
Stop time Ts = number of remaining red signal seconds after stop (stop time Ts before correction)
+ Total start loss time Ta
For example, when the number of remaining red signals after stopping = 15 seconds and the remaining distance Lr to the stopping line = 10 m, the stopping time Ts is 15 seconds + 1.5 seconds = 16.5 seconds.

In addition, when the remaining red signal number after the stop is 15 seconds and the remaining distance Lr to the stop line is 30 m, the remaining distance to the stop line is Lr = 30 m> 7 m, so that the host vehicle MM is a vehicle following the stop line. Since it is determined that 30 ÷ 7 = 4.2857 ..., it is estimated that four other vehicles are stopped. Therefore, the stop time Ts is 15 seconds + (1.5 seconds × 4) = 21 seconds.
Further, when the remaining red signal after stopping = 15 seconds and the remaining distance Lr = 80 m to the stop line, the remaining distance to the stop line Lr = 80 m> 7 m. Since it is determined that 80 ÷ 7 = 11.42857..., It can be estimated that 11 other vehicles are stopped. Therefore, the stop time Ts is 15 seconds + (1.5 seconds × 12) = 33 seconds.

(Operation other)
When the information receiving unit 20 receives the signal display information and the road alignment information from the information transmitting unit 4, the vehicle control unit 21 starts counting down the remaining distance Lr to the stop line and the remaining number of red signals.
Subsequently, when it is determined that the host vehicle MM has stopped while waiting for a signal, the vehicle control unit 21 determines whether or not the host vehicle MM is a stop first vehicle based on the remaining distance Lr to the stop line.
When the vehicle control unit 21 determines that the host vehicle MM is not the stop leading vehicle, the vehicle control unit 21 estimates the number N of other vehicles existing between the stop line and the host vehicle MM, and calculates the total loss time based on the number N. Ask.

  The vehicle control unit 21 obtains the stop time Ts from the remaining number of red signals and the total loss time. When the vehicle control unit 21 determines that the stop time Ts is equal to or greater than the preset threshold value Te, the vehicle control unit 21 performs idling stop as assistance for idling stop. In addition, when the vehicle control unit 21 determines that the stop time Ts is equal to or greater than the preset threshold Te, and in the idling stop state, the vehicle control unit 21 performs a restart process of the engine 22.

As a result, when the host vehicle MM is waiting for a signal in the state of the leading vehicle, the engine 22 is switched from the idling stop to the restarted state when the remaining number of seconds of the red signal is less than the threshold Te. When you switch to blue, you can start smoothly.
Here, when the signal waiting vehicle is switched to blue, the vehicle starts to start in order from the leading vehicle. At this time, even if the leading vehicle starts to start, the following vehicle cannot start immediately, and a required time, that is, a so-called start loss time occurs until it starts to move. This time becomes longer as you go from the beginning to the back.

On the other hand, in this embodiment, as shown in FIG. 7, when the other vehicle stops and waits for a signal before the host vehicle MM, the stop time Ts is set to the time corresponding to the total start loss time Ta. By correcting the increase, the idling stop time can be appropriately increased.
In addition, when stopping while waiting for a signal, the stop time Ts is increased by correcting the stop time Ts to be increased with the total start loss time Ta, so the opportunity and frequency of performing idling stop increase.

As described above, in the present embodiment, the idling stop time can be increased according to the start loss time until the start based on the vehicle stop position. As a result, the idling stop effect can be enhanced. Further, in the present embodiment, taking the start loss time into consideration, the opportunity for performing idling stop increases. As a result, an effect of improving fuel consumption occurs.
Here, the relationship between the fuel consumption amount in the idling stop period and the restart period is as shown in FIG. 8, and if the fuel consumption amount S1 in the idling stop period is larger than the fuel consumption amount S2 in the restart period, the fuel is consumed. There is an improvement effect. Therefore, if the idling stop period can be appropriately increased, the fuel improvement effect is generated accordingly.

(Modification)
(1) Here, in the above-described embodiment, a vehicle equipped with a function of automatically performing idling stop has been described as an example. In the case of a vehicle that is not equipped with a function for automatically performing idling stop, the following processing may be performed.
That is, instead of performing the automatic idling stop process, the driver is prompted to stop idling when it is determined that the idling stop support is necessary. Further, when it is determined that the idling stop support is canceled, restart of the engine 22 may be promoted.
FIG. 9 shows a configuration example of the vehicle control unit 21 in the case of a vehicle that is not equipped with a function for automatically performing idling stop. In this case, based on the determination by the idling stop determination unit 21C, the information providing unit 30 notifies the driver of a display or sound for prompting the idling stop when an execution instruction for assisting idling stop is input. In addition, based on the determination by the idling stop determination unit 21C, the information providing unit 30 notifies the driver of a display and a sound prompting the engine restart when an instruction for canceling the idling stop support is input. In this case, the effective idling stop time (threshold value Te) is set smaller than in the case of the vehicle equipped with the function of automatically performing idling stop.

(2) In the above embodiment, the total start loss time Ta is set based on the estimated number N of other vehicles stopped in front of the host vehicle MM. Instead, the total start loss time Ta may be obtained by multiplying the remaining distance Lr by a preset gain.
Here, the information receiving part 20 comprises a signal display information acquisition means. The stop time calculation unit 21Ca constitutes stop time calculation means. The vehicle state detection unit 21A constitutes a stop determination unit. The remaining distance calculating unit 21Cb and the stop time changing unit 21Cd constitute stop time correcting means. The determination unit 21Ce and the idling stop control unit 21Da constitute an idling stop control unit.

(Effect of this embodiment)
(1) The stop time calculation unit 21Ca obtains a stop time Ts of the host vehicle MM with respect to the intersection based on the acquired signal display information. When the stop time correcting means determines that the host vehicle MM is stopped at the intersection, the stop time correcting means corrects the stop time Ts based on the stop position of the host vehicle MM with respect to the intersection. When the stop position of the MM is far, correction is performed so that the stop time Ts becomes longer than when the stop position of the host vehicle MM with respect to the intersection is close. The idling stop control unit 21Da provides idling stop support when the stop time Ts is equal to or longer than a preset threshold Te and the host vehicle MM is stopped.
By calculating the stop time Ts in consideration of the stop position of the host vehicle MM with respect to the intersection, the stop time Ts of the host vehicle MM is closer to the actual stop time Ts. As a result, the idling stop can be performed more efficiently and effectively, such as the opportunity and frequency of performing the idling stop are increased.

(2) The idling stop determination unit 21C corrects the stop time Ts when the stop position of the host vehicle MM with respect to the intersection is a stop position where one or more other vehicles are estimated to stop in front of the host vehicle MM. I do.
Accordingly, the correction of the stop time Ts can be prevented under unnecessary conditions such as when the host vehicle MM is stopped as the leading vehicle.

(3) The idling stop determination unit 21C estimates the number of other vehicles stopped in front of the host vehicle MM based on the stop position of the host vehicle MM with respect to the intersection, and the total start loss according to the estimated number of vehicles. Time Ta is obtained, and the stop time Ts is increased and corrected in accordance with the total start loss time Ta.
The delay in the start time greatly affects other vehicles that have stopped in advance. For this reason, the stop time Ts can be corrected more accurately by estimating the number of other vehicles and correcting the stop time Ts.

(4) The idling stop control unit 21Da stops the engine 22 as the support is implemented, and restarts the stopped engine 22 when the support is completed.
This makes it possible to reliably support idling stop in a vehicle equipped with a function for automatically performing idling stop.
(5) The vehicle control unit 21 prompts the driver to stop the engine 22 as the implementation of the support, and prompts the driver to restart the stopped engine 22 when the support is completed.
Thus, even if the vehicle is not equipped with a function for automatically performing idling stop, it is possible to reliably support idling stop.

DESCRIPTION OF SYMBOLS 1 Traffic signal 2 Signal controller 3 Information provision determination apparatus 4 Information transmission part 20 Information reception part 21 Vehicle control part 21A Vehicle state detection part 21B State detection part 21C Idling stop determination part 21Ca Stop time calculation part 21Cb Remaining distance calculation part 21Cd Stop Time change unit 21Ce Judgment unit 21D Engine control unit 21Da Idling stop control unit 22 Engine 30 Information providing unit Lr Remaining distance MM Own vehicle N Estimated number Ta Total start loss time Te Threshold value Ts Stop time

Claims (6)

Signal display information acquisition means for acquiring signal display information of a traffic signal provided at an intersection located in front of the traveling direction of the host vehicle;
A stop time calculating means for obtaining a stop time of the own vehicle with respect to the intersection based on the signal display information acquired by the signal display information acquiring means;
Stop determination means for determining stop of the own vehicle;
If it is determined that the host vehicle is stopped at the intersection based on the determination of the stop determination means, the stop time is corrected based on the stop position of the host vehicle with respect to the intersection, When the stop position is far, stop time correction means for correcting the stop time to be longer than when the stop position of the host vehicle is close to the intersection,
An idling stop control means for performing idling stop support when the stop time is equal to or greater than a preset threshold and the host vehicle is stopped;
An idling stop support device comprising:   The said stop time correction means correct | amends, when the stop position of the own vehicle with respect to the said intersection is a stop position estimated that one or more other vehicles are stopping ahead of the own vehicle. 1. The idling stop support device described in 1.   The stop time correcting means estimates the number of other vehicles stopped in front of the host vehicle based on the stop position of the host vehicle with respect to the intersection, obtains a total start loss time according to the estimated number of vehicles, 3. The idling stop support device according to claim 1, wherein the stop time is increased and corrected according to a total start loss time.   The idling stop control means stops the engine as the implementation of the support, and restarts the stopped engine when the implementation of the support is finished. The described idling stop support device.   The idling stop control means urges the driver to stop the engine as the implementation of the support, and prompts the driver to restart the stopped engine when the implementation of the support is completed. The idling stop support device according to any one of claims 3 to 4.   When the stop time obtained based on the traffic signal signal display information provided at the intersection located in front of the traveling direction of the host vehicle is greater than or equal to a preset threshold value, support for idling stop for the host vehicle that has stopped waiting for the signal An idling stop support device that, when implemented, increases and corrects the stop time according to an estimated number of other vehicles that are estimated to have stopped waiting for a signal ahead of the stopped own vehicle.

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