JP2012146252A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more appropriately guide a deceleration operation.SOLUTION: A driving support device estimates a stopping position of a vehicle with the driving support device in front of a traffic signal existing ahead of a traveling direction of the vehicle with the driving support device by receiving information sent from an optical beacon 51 arranged short of the traffic light existing ahead of the traveling direction of the vehicle with the driving support device (S116), specifies a deceleration operation start position to start a deceleration operation to stop the vehicle with the driving support device at the estimated stopping position at a deceleration equal to or lower than a predetermined reference value (S120 and S122), and performs a guide to encourage a driver to start the deceleration operation before the vehicle with the driving support device reaches the deceleration operation start position (S132).

Description

  The present invention relates to a driving support apparatus that provides guidance about driving operation to a driver of an onboard vehicle.

  Conventionally, a driving assistance device arranged on the roadside acquires a vehicle state quantity of a passing vehicle that has passed a predetermined point in front of a traffic light, and a passing vehicle is based on the vehicle state quantity and signal information of a traffic signal to which a passing vehicle is directed. The stop position of the succeeding vehicle is determined, and the stop position of the determined succeeding vehicle is transmitted. When the on-board driving support device mounted on the succeeding vehicle receives the stop position of the succeeding vehicle, There is a driving support system in which the timing of driving support is changed according to the stop position of the vehicle (see, for example, Patent Document 1).

JP 2009-25902 A

  In the driving support system described in Patent Document 1, driving support information is provided by an in-vehicle driving support device so that driving support information is provided in consideration of a preceding vehicle waiting for a signal and can be stopped at an appropriate position. However, even if the deceleration operation is performed according to the driving support information, there is a problem that the vehicle cannot always be stopped at the stop position with a gradual deceleration.

  The present invention has been made in view of the above problems, and an object of the present invention is to more appropriately guide a deceleration operation.

  In order to achieve the above object, the invention described in claim 1 is a driving support device for guiding a driver of an onboard vehicle about driving operation, and a communication means for communicating with a radio transmitter installed on the roadside , Information acquisition means for acquiring information for estimating a stop position when the mounted vehicle stops before the traffic signal existing at the travel destination from the wireless transmitter via the communication means, and information acquired by the information acquisition means And a stop position estimating means for estimating the stop position of the mounted vehicle when the mounted vehicle stops in front of the traffic light existing at the travel destination, and a stop position estimating means with a deceleration equal to or less than a predetermined reference value. A deceleration operation start position specifying means for specifying a deceleration operation start position at which a deceleration operation for stopping the mounted vehicle at the estimated stop position is to be started, and a driver before the mounted vehicle reaches the deceleration operation start position. A guide means for the guidance prompting the start of decelerating operation, it is characterized by comprising a.

  According to such a configuration, the stop position of the mounted vehicle when the mounted vehicle stops before the traffic signal existing at the travel destination is estimated, and the estimated stop position is reduced by a deceleration equal to or less than a predetermined reference value. Since the deceleration operation start position at which the deceleration operation for stopping the mounted vehicle should be started is identified and the driver is prompted to start the deceleration operation before the mounted vehicle reaches the deceleration operation start position, more It is possible to appropriately guide the deceleration operation.

  As in the second aspect of the invention, the deceleration operation start position specifying means stops the mounted vehicle at the stop position estimated by the stop position estimating means with a deceleration equal to or lower than a predetermined reference value. The vehicle is provided with a deceleration distance calculating means for calculating a necessary deceleration distance, and a position before the deceleration position estimated by the stop position estimating means can be specified as a deceleration operation start position.

  Further, according to the third aspect of the present invention, the information for estimating the stop position when the mounted vehicle stops in front of the traffic signal existing at the travel destination includes the traffic signal switching timing, the stop signal from the radio transmitter. It includes the distance to the stop line indicating the position, the average speed of the passing vehicle, and the passage time of the preceding vehicle that has passed the installation position of the wireless transmitter, and the stop position estimating means Estimate the number of preceding vehicles that stop before the mounted vehicle when the mounted vehicle stops before the traffic light that exists at the destination using the information for estimating the stop position when stopping before The stop position of the mounted vehicle is estimated so as to move the stop position of the mounted vehicle to the front according to the number of preceding vehicles that stop in front of the vehicle.

  According to such a configuration, when the mounted vehicle stops before the traffic signal existing at the destination, the number of preceding vehicles that stop before the mounted vehicle is estimated, and the number of preceding vehicles that stop before the mounted vehicle. Therefore, even if there is a preceding vehicle that stops in front of the mounted vehicle, the mounted vehicle can be stopped with a gentle deceleration operation. It is possible to stop at.

  According to a fourth aspect of the present invention, the on-board vehicle is a vehicle that uses a motor as a driving power source, and the deceleration operation start position specifying means is defined so that no motor regeneration loss occurs. A deceleration operation start position for starting a deceleration operation for stopping the mounted vehicle at the stop position estimated by the stop position estimating means is specified by the deceleration.

  According to such a configuration, the deceleration operation start position at which the deceleration operation for stopping the mounted vehicle at the estimated stop position is to be started is specified with the deceleration defined so that no motor regeneration loss occurs. Therefore, it is possible to stop the mounted vehicle at the stop position by a deceleration operation that does not cause regeneration loss of the motor, and it is possible to reduce the energy consumed by the driving power source.

It is a figure showing a schematic structure of a vehicle carrying a driving support device concerning one embodiment of the present invention. It is a figure which shows the structure of navigation ECU. It is a figure which shows the apparatus structure by the side of a road. It is a figure for demonstrating calculation of the average vehicle speed of a passing vehicle. It is a flowchart of navigation ECU. It is a figure for demonstrating the estimation of the state of the traffic signal in the front intersection stop line point of a preceding vehicle. It is a figure for demonstrating specification of the stop position of the mounting vehicle C at the time of estimating that the preceding vehicles A and B stop by the same red signal as the mounting vehicle C. FIG.

  FIG. 1 schematically shows a schematic configuration of a vehicle equipped with a driving support apparatus according to an embodiment of the present invention. The driving support device according to the present embodiment is mounted on a hybrid vehicle that uses an engine and a motor as a driving power source, and provides guidance on driving operation to the driver of the mounted vehicle. The hybrid vehicle includes an engine 1, a generator 2, a motor 3, a differential device 4, tires 5a and 5b, an inverter 6, a DC link 7, an inverter 8, a battery 9, an HV control unit 10, a GPS receiver 11, and a direction sensor. 12, a vehicle speed sensor 13, a map DB storage unit 14, a gradient sensor 15, an operation unit 16, an optical beacon transceiver 17, a display unit 18, a speaker 19, and a navigation ECU 20 are mounted.

  This hybrid vehicle uses the engine 1 and the motor 3 as a power source for travel, and travels by switching a plurality of travel modes according to the accelerator operation. When the engine 1 is used as a power source, the rotational force of the engine 1 is transmitted to the tires 5a and 5b via a clutch mechanism and a differential device 4 (not shown). When the motor 3 is used as a power source, the DC power of the battery 9 is converted into AC power via the DC link 7 and the inverter 8, and the motor 3 is operated by the AC power. It is transmitted to the tires 5a and 5b via the differential device 4. Hereinafter, the travel mode using only the engine 1 as the power source is the engine travel mode, the travel mode using only the motor 3 as the power source is the motor travel mode, and the travel mode using the engine 1 and the motor 3 as the power source is the hybrid travel. It is called mode. However, hereinafter, the hybrid travel mode and the engine travel mode are referred to as a hybrid travel mode.

  The rotational force of the engine 1 is also transmitted to the generator 2, and the generator 2 generates AC power by the rotational force, and the generated AC power is converted into DC power via the inverter 6 and the DC link 7. The DC power is stored in the battery 9. Such charging of the battery 9 is charging by the operation of the engine 1 using fuel. Hereinafter, this type of charging is referred to as internal combustion charging.

  Further, when the hybrid vehicle decelerates by a braking mechanism (not shown), a resistance force at the time of deceleration is applied to the motor 3 as a rotational force, and the motor 3 generates AC power by this rotational force. It is converted into direct current power via the DC link 7, and the direct current power is stored in the battery 9. Hereinafter, this type of charging is referred to as regenerative charging.

  Since there is a limit to the amount of energy that can be recovered per hour by regenerative charging, if the deceleration is large, energy recovery by regenerative charging is not performed sufficiently, and energy loss occurs. Therefore, in order to effectively perform energy recovery by regenerative charging, a moderate deceleration operation is required to some extent.

  The HV control unit 10 controls execution / non-execution of the above-described operations of the generator 2, the motor 3, the inverter 6, the inverter 8, and the battery 9 in accordance with a command from the navigation ECU 20. The HV control unit 10 may be realized using a microcomputer, for example, or may be hardware having a dedicated circuit configuration for realizing the following functions.

  More specifically, the HV control unit 10 has a plurality of travel modes (motor travel mode, hybrid travel mode) having different power sources based on the accelerator opening, the battery charge amount of the battery 9, the temperature of the battery 9, and the like. Repeat switching.

  The GPS receiver 11, the direction sensor 12, and the vehicle speed sensor 13 are well-known sensors that specify the position, traveling direction, and traveling speed of the hybrid vehicle, respectively.

  The map DB storage unit 14 is a storage medium that stores map data. The map data has node data corresponding to each of a plurality of intersections, and link data corresponding to each of road sections or links connecting the intersections. One node data includes an identification number of the node, location information, and type information. One link data includes an identification number of the link (hereinafter referred to as a link ID), position information, type information, and the like.

  Here, the position information of the link includes the location data of the shape complement point included in the link and the data of the segment connecting two adjacent nodes and the shape complement points at both ends of the link. The data of each segment includes information such as the segment ID of the segment, the gradient, direction, and length of the segment.

  The gradient sensor 15 is configured by a gyro sensor that detects a direction change amount in the pitch direction, yaw direction, and roll direction of the vehicle. It is possible to calculate the road gradient from the direction change amount in the pitch direction detected by the gyro sensor.

  The operation unit 16 includes a mechanical switch arranged around the display provided in the display unit 18, a touch switch provided on the front surface of the display provided in the display unit 18, and the like according to the switch operation of the occupant. A signal is output to the navigation ECU 20.

  The optical beacon transceiver 17 is for performing wireless communication with an optical beacon that transmits VICS information and the like.

  The display unit 18 includes a display such as a liquid crystal, and displays an image corresponding to the image signal input from the navigation ECU 20 on the display.

  The speaker 19 is for outputting a sound corresponding to a sound signal input from the navigation ECU 20.

  As shown in FIG. 2, the navigation ECU 20 includes a RAM 21, a ROM 22, a durable storage medium 23 into which data can be written, and a control unit 24. The durable storage medium is a storage medium that can keep data even when the main power supply of the navigation ECU 20 is stopped. Examples of the durable storage medium 23 include a non-volatile storage medium such as a hard disk, a flash memory, and an EEPROM, and a backup RAM.

  The control unit 24 executes the program read from the ROM 22 or the durable storage medium 23, reads information from the RAM 21, the ROM 22, and the durable storage medium 23 when executing the program, and stores information on the RAM 21 and the durable storage medium 23. Writing is performed, and signals are exchanged with the HV control unit 10, the GPS receiver 11, the direction sensor 12, the vehicle speed sensor 13, the map DB storage unit 14, the gradient sensor 15, and the like. The control unit 24 performs a current position specifying process for specifying the current position based on information for specifying the current position acquired from the GPS receiver 11, the direction sensor 12, and the vehicle speed sensor 13.

  As shown in FIG. 2, the control unit 24 realizes processes such as a map matching process 25, a route calculation process 26, and a navigation process 27 by executing a predetermined program.

  The navigation ECU 20 mounted on the hybrid vehicle is connected to an optical beacon transceiver 17 and can receive VICS information and the like from an optical beacon installed on the road via the optical beacon transceiver 17. It has become.

  FIG. 3 shows a roadside device configuration. In this figure, a hybrid vehicle 30, a traffic signal 40 installed at an intersection J, a signal control device 41 for controlling the traffic signal 40, an optical beacon control device 50 connected to the signal control device 41, and this light An optical beacon 51 connected to the beacon control device 50 is shown. The optical beacon 51 is installed on a road from the intersection one before the intersection J to the intersection J. Also, FIG. 3 shows a configuration in which one optical beacon 51 is connected to the optical beacon control device 50. In practice, however, a large number of optical beacons 51 installed at each intersection are connected. Yes.

The optical beacon control device 50 in the present embodiment transmits the following information (1) to (4) to the passing vehicle via the optical beacon 51 together with the VICS information. In addition, the information of (1)-(4) is the information for estimating the stop position at the time of a mounted vehicle stopping in front of the traffic signal which exists in a travel destination.
(1) Traffic signal switching timing, (2) Distance from optical beacon 51 to stop line at front intersection, (3) Average vehicle speed of passing vehicle, (4) Passing time of preceding vehicle that has passed the installation position of optical beacon 51 .
(1) Signal signal switching timing The signal control device 41 controls the signal device 40 at a preset switching timing. The traffic light 40 lights each lamp such as a blue signal, a yellow signal, a red signal, and an arrow signal under the control of the signal control device 41. In this embodiment, in order to simplify the description, a signal device that does not include an arrow signal will be described as an example.

The optical beacon control device 50 according to the present embodiment can acquire switching timing information for specifying the switching timing from the signal control device 41. The switching timing information includes switching time specifying information for specifying the signal switching time (for example, information indicating the time when the red signal is switched to the green signal next time) and switching cycle information indicating the switching period of the traffic light. Note that the switching cycle refers to a period from when the red signal is changed to the blue signal to when the yellow signal is changed to the red signal and then to the blue signal again.
(2) About the distance from the optical beacon 51 to the stop line indicating the stop position of the traffic light at the front intersection The optical beacon control device 50 in the present embodiment extends from the optical beacon 51 to the stop line indicating the stop position of the traffic signal at the front intersection. The distance is stored in a storage medium.
(3) About Average Vehicle Speed The optical beacon control device 50 according to the present embodiment required the distance between the two optical beacons 51 and the same vehicle to pass between the two optical beacons 51 as shown in FIG. Based on the travel time, the average vehicle speed of the section is calculated. The optical beacon control device 50 stores the distance between the two optical beacons 51 in a storage medium. Here, the average vehicle speed is calculated by averaging the vehicle speed obtained by dividing the distance between the two optical beacons 51 by the time required for the same vehicle to pass between the two optical beacons 51. Can do. Note that if the vehicle stops in the middle due to a red light, the travel time required to pass between the two optical beacons 51 becomes longer, so it is estimated that the vehicle has stopped at a red light based on the switching timing information. Vehicle speeds are collected, and average vehicle speeds are calculated.
(4) Passing time of a preceding vehicle that has passed the installation position of the optical beacon 51 The optical beacon control device 50 according to the present embodiment detects a vehicle that passes through a lane below the optical beacon 51 and detects whether or not there is a vehicle (not shown). ) And using this detection sensor, a process of collecting the passing times of the preceding vehicles that have passed through the lane below the optical beacon 51 within a certain period is performed. Specifically, the passing times of vehicles that have passed through the lane below the optical beacon 51 within the traffic light switching period (for example, 3 minutes) are collected, and the collected passing times of each vehicle are transmitted via the optical beacon 51. To do. When a plurality of lanes are provided, the passage times of the preceding vehicles that have passed the installation position of the optical beacon 51 are collected for each lane.

  The navigation ECU 20 specifies the number of preceding vehicles that stop in front of the traffic light together with the mounted vehicle based on the information of (1) to (4), estimates the stop position of the mounted vehicle in consideration of the influence of the preceding vehicle, Estimate the deceleration operation start point for stopping at the stop position of this mounted vehicle so that the recovery charge of the regenerative charge by the motor 3 does not occur, and so that the deceleration operation is performed before the deceleration operation start point. The process of informing is performed.

  FIG. 5 shows a flowchart of this process. When the ignition switch of the vehicle is turned on, the driving support device is in an operating state, and the navigation ECU 20 starts the process shown in FIG.

  First, it is determined whether information transmitted from the optical beacon 51 has been received (S100). The information transmitted from the optical beacon 51 includes VICS information and the information (1) to (4) described above.

  Here, when the information transmitted from the optical beacon 51 via the optical beacon transceiver 17 is not received, the determination of S100 is repeatedly performed.

  When the mounted vehicle passes the lane below the optical beacon 51 and receives the information transmitted from the optical beacon 51, the determination in S100 is YES, and the information transmitted from the optical beacon 51 is stored in the RAM 21 (S102). ).

  Next, it is determined whether the information transmitted from the optical beacon 51 includes the information (1) to (4) (S104).

  Here, when the information transmitted from the optical beacon 51 does not include the information (1) to (4), the determination in S104 is NO and the process returns to S100. If the information transmitted from the optical beacon 51 includes the information (1) to (4), the determination in S104 is YES, and then the information (1) to (3) is changed. The installed vehicle estimates the state of the traffic light at the stop line point at the front intersection (S106).

  Here, with reference to FIG. 6, the estimation of the state of the traffic signal at the front intersection stop line point of the preceding vehicle will be described. In FIG. 6, the horizontal axis represents time, and the vertical axis represents the distance from the optical beacon 51 to the intersection stop line position. An arrow C indicates the relationship between the position of the mounted vehicle and the time. FIG. 6 also shows the switching timing of the traffic light. In FIG. 6, the yellow signal is omitted.

  First, by dividing the distance from the optical beacon 51 to the stop line at the front intersection by the average vehicle speed, the time until the mounted vehicle reaches the stop line at the front intersection is calculated. Next, the current time is added to the time until the mounted vehicle reaches the front intersection stop line to calculate the time at which the mounted vehicle reaches the front intersection stop line. Next, from the switching time specifying information and the switching cycle information included in the switching timing information, the state of the traffic light at the time until the mounted vehicle reaches the stop line at the front intersection is estimated.

  If the vehicle speed of the installed vehicle is significantly different from the average vehicle speed, it is considered that a factor that has a large impact on the traffic flow has occurred. Therefore, the average vehicle speed is replaced with the vehicle speed of the installed vehicle, and the mounted vehicle stops at the front intersection. Estimate the state of the traffic light at the time to the line.

  Next, it is determined whether or not the estimated traffic light state is a red signal (S108). Here, when the estimated state of the traffic light is a yellow signal or a blue signal, the determination in S108 is NO, and the process returns to S100. When the estimated traffic light state is a red signal, the determination in S108 is YES. Next, map data is acquired from the map DB storage unit 14 and the road number from the position of the mounted vehicle to the stop line is obtained. Obtain (S110). Specifically, the link ID assigned to the road from the current position of the mounted vehicle to the stop line is specified.

  Next, the state of the traffic light at the front intersection stop line point of the preceding vehicle is estimated using the information of (1) to (4) (S112).

  In FIG. 6, arrows X, A, and B indicate the relationship between the position of the preceding vehicle and the time. The preceding vehicle immediately before the mounted vehicle indicated by the arrow C is indicated by the arrow B, the preceding vehicle immediately preceding the preceding vehicle indicated by the arrow B is indicated by the arrow A, and immediately preceding the preceding vehicle indicated by the arrow A. The preceding vehicle is shown as an arrow X.

  Here, the state of the traffic signal when each preceding vehicle indicated by the arrows X, A, and B reaches the stop line at the front intersection using information indicating the passing time of each vehicle that has passed through the lane within the traffic signal switching cycle. Is estimated.

  Specifically, the time until each preceding vehicle reaches the stop line at the front intersection is calculated by dividing the distance from the optical beacon 51 to the stop line at the front intersection by the average vehicle speed. Next, the time until each preceding vehicle reaches the stop line at the front intersection is added to the passing time of each vehicle that has passed through the lane within the traffic light switching period, and each preceding vehicle becomes the stop line at the front intersection. Calculate the arrival time. Next, the state of the traffic light at the time when each preceding vehicle reaches the stop line at the front intersection is estimated from the switching time specifying information and the switching cycle information included in the switching timing information.

  Next, the number of preceding vehicles presumed to stop at the same red light as the host vehicle is specified (S114). Specifically, the number of preceding vehicles estimated to stop at the same red signal as that of the own vehicle is specified based on the state of the traffic light at the time when each preceding vehicle and the mounted vehicle reach the stop line at the front intersection. In FIG. 6, the preceding vehicle indicated by the arrow X does not stop at the same red signal as the mounted vehicle because the traffic light at the time of reaching the stop line at the front intersection is a green signal, but the arrow A, The preceding vehicle indicated by B, together with the mounted vehicle indicated by arrow C, stops at the same red signal as that of the mounted vehicle because the state of the traffic light at the time of reaching the stop line at the front intersection is a red signal.

  Next, the stop position of the mounted vehicle is estimated in consideration of the number of preceding vehicles that stop at the same red light (S116). Here, when the number of preceding vehicles that stop at the same red light is N, the predetermined vehicle length is L1, and the stop interval is L2, the stop of the mounted vehicle in consideration of the number N of preceding vehicles that stop at the same red light The position can be estimated as a position that is N × (L1 + L2) before the position of the stop line at the front intersection. As shown in FIG. 7, when it is estimated that the preceding vehicles A and B stop at the same red signal as the mounted vehicle C, the stop position of the mounted vehicle C is the position shown in the figure.

Next, the deceleration distance when the gentle deceleration operation is performed is specified (S120). Specifically, the deceleration distance required for the mounted vehicle to stop at a deceleration defined so that no regenerative loss of the motor 3 occurs is specified. Here, m × a × x = (1/2) where m is the vehicle weight, v is the vehicle speed of the mounted vehicle, a is the deceleration defined so that no regenerative loss of the motor 3 occurs, and x is the deceleration distance. ) × m × v ² is established. Therefore, it can be calculated as a deceleration distance x = v ² / (2 × a). In the present embodiment, the mounted vehicle can be stopped at the stop position even if the brake operation by the driver is somewhat looser than the limit value of deceleration at which the regeneration loss of the motor 3 does not occur. The deceleration a is defined as a value that is a certain amount smaller than the limit value of the deceleration at which no regenerative loss of the motor 3 occurs.

  Next, a deceleration operation start position is specified based on the stop position of the mounted vehicle in consideration of the number of preceding vehicles that stop at the same red light and the deceleration distance (S122). Specifically, the position before the deceleration distance is specified as the deceleration operation start position from the stop position of the mounted vehicle considering the number of preceding vehicles that stop at the same red light. By starting a gradual deceleration operation at this deceleration operation start position, it is possible to stop the vehicle so that a recovery loss of regenerative charging by the motor 3 does not occur.

  Next, a deceleration advice providing position is specified (S124). In order for the driver to start the deceleration operation at the deceleration operation start position, it is necessary to provide deceleration advice before the deceleration operation start position. In the present embodiment, a position a certain distance (for example, 20 meters) before the deceleration operation start position is specified as a deceleration advice providing position so that the driver can perform the deceleration operation with some margin.

  Next, map data is acquired from the map DB storage unit 14 to detect the current road number (S126). Specifically, the link ID given to the road where the mounted vehicle is located is specified.

  Next, it is determined whether or not the mounted vehicle has deviated from the travel path (S128). Specifically, it is determined whether or not the mounted vehicle has deviated from the traveling path based on whether or not the traveling path number where the mounted vehicle is located matches the traveling path number obtained in S110.

  Here, if the mounted vehicle does not deviate from the travel path, the determination in S128 is NO, and then the vehicle has passed the deceleration advice providing position based on whether or not the position of the mounted vehicle has reached the deceleration advice providing position. It is determined whether or not (S130).

  Here, when the position of the mounted vehicle has not reached the deceleration advice providing position, the determination in S130 is NO and the process returns to S126. When the position of the mounted vehicle reaches the deceleration advice providing position, the determination in S130 is YES and the deceleration operation advice is presented (S132). Specifically, a message that prompts the start of a gentle brake operation is displayed on the display unit 18, and a message that prompts the start of a gentle brake operation is output from the speaker 19. At this time, the number of preceding vehicles estimated to stop at the same red light may be guided.

  If the mounted vehicle deviates from the travel path before reaching the deceleration advice providing position, the determination in S128 is NO, and the process returns to S100 without presenting the deceleration operation advice. Accordingly, the deceleration operation advice is not presented.

  According to the configuration described above, the stop position of the mounted vehicle is estimated when the mounted vehicle stops before the traffic signal existing at the destination, and the vehicle is mounted at the estimated stop position with a deceleration equal to or less than a predetermined reference value. Since the deceleration operation start position where the deceleration operation for stopping the vehicle is to be started is specified and the vehicle onboard reaches the deceleration operation start position, the driver is prompted to start the deceleration operation. It is possible to guide the deceleration operation.

  Specifically, the deceleration distance required to stop the mounted vehicle at the estimated stop position at a deceleration equal to or less than a predetermined reference value is calculated, and the position before the deceleration distance is calculated from the estimated stop position. It can be specified as a deceleration operation start position.

  In addition, when the mounted vehicle stops in front of the traffic light existing at the destination, the number of preceding vehicles that stop before the mounted vehicle is estimated, and the number of mounted vehicles depends on the number of preceding vehicles that stop before the mounted vehicle. Since the stop position of the mounted vehicle is estimated so that the stop position is moved to the front, even if there is a preceding vehicle that stops in front of the mounted vehicle, the mounted vehicle can be stopped at the stop position with a gentle deceleration operation. It is.

  Further, since the deceleration operation start position at which the deceleration operation for stopping the mounted vehicle at the estimated stop position is to be started is specified with the deceleration specified so that the regeneration loss of the motor 3 does not occur. The mounted vehicle can be stopped at the stop position by a deceleration operation that does not cause regenerative loss, and the energy consumed by the power source for travel can be reduced.

  In addition, this invention is not limited to the said embodiment, Based on the meaning of this invention, it can implement with a various form.

  For example, in the above embodiment, the mounted vehicle is a hybrid vehicle, and in S120, the deceleration distance x is calculated with the deceleration determined so as not to generate the regeneration loss of the motor 3 as a, and in S122, this deceleration distance is calculated. Although the deceleration operation start position is specified based on the stop position of the mounted vehicle in consideration of the number of preceding vehicles that stop at the same red light as x, for example, the mounted vehicle may be an electric vehicle. Further, when the mounted vehicle is a gasoline vehicle, a deceleration operation start position at which the mounted vehicle should start a deceleration operation for stopping at a pre-estimated stop position at a deceleration equal to or lower than a predetermined reference value, that is, a gentle deceleration. May be specified.

  Moreover, in the said embodiment, although the stop position of the mounted vehicle which estimated the number of the preceding vehicles which stop with the same red signal was estimated in S116 irrespective of the vehicle type of a preceding vehicle, for example, via the optical beacon 51 It is configured to acquire information for specifying the vehicle type of the preceding vehicle, and the stop position of the mounted vehicle when moving at the same red signal according to the vehicle type of the preceding vehicle and the number of the preceding vehicles may be moved. Good. In this case, the vehicle length L1 may be varied in accordance with the type of vehicle such as a light vehicle, a small vehicle, a medium vehicle, a large vehicle, a truck, and a bus.

  Moreover, in the said embodiment, the stop line which shows the stop timing of a traffic light from the switching timing of a traffic light, and the optical beacon 51 as information for estimating the stop position when a mounted vehicle stops in front of the traffic light existing at the travel destination. Distance, the average speed of the passing vehicle, and the passing time of the preceding vehicle that has passed the installation position of the light beacon 51, and when the mounted vehicle stops before the traffic light that exists in the travel destination based on the acquired information Although the stop position is estimated, information other than the above-described information may be acquired to estimate the stop position when the mounted vehicle stops before the traffic light existing at the travel destination.

  Further, in the above embodiment, the configuration is shown in which the guidance for prompting the start of the deceleration operation is performed before the onboard vehicle reaches the deceleration operation start position. However, for example, the vehicle can be stopped at a moderate deceleration at the estimated stop position. A signal for instructing the inverter 8 to reduce the output of the motor 3, a signal for suppressing the fuel injection amount to the engine ECU, or a signal for instructing the brake ECU to perform gentle brake control Can also be sent.

  Moreover, in the said embodiment, the information for estimating the stop position at the time of a mounted vehicle stopping in front of the traffic light which exists in a travel destination from the light beacon installed in front of the traffic signal which exists in the travel destination of a mounted vehicle And using the acquired information, the stop position of the mounted vehicle when the mounted vehicle stops in front of the traffic light existing at the destination is not limited to the traffic light. Acquire information for estimating the stop position when the mounted vehicle stops before the temporary stop line existing at the destination from the optical beacon installed before the temporary stop line existing at the destination. The stop position of the mounted vehicle when the mounted vehicle stops before the temporary stop line existing at the travel destination may be estimated using the obtained information. In this case, the information for estimating the stop position when the mounted vehicle stops before the temporary stop line existing at the travel destination includes the distance from the optical beacon to the temporary stop line, the average speed of the passing vehicle, and the optical beacon Estimate the preceding vehicle that stops in front of the mounted vehicle when the vehicle stops at the stop line existing at the destination, including the passing time of the preceding vehicle that has passed the installation position, and stop before the mounted vehicle It is also possible to estimate the stop position of the mounted vehicle in consideration of the preceding vehicle.

  In the above embodiment, the wireless transmitter is configured with an optical beacon with a limited communication area. However, the wireless transmitter is not limited to an optical beacon. For example, narrow area communication (DSRC) with a limited communication area may be performed. The wireless transmitter may be configured by a possible wireless device. In this case, the configuration on the driving support device side may be a configuration including a wireless device capable of performing narrow area communication (DSRC) instead of the optical beacon transceiver 17.

  The correspondence relationship between the configuration of the above embodiment and the configuration of the claims will be described. The optical beacon transceiver 17 corresponds to a communication unit, S100 and S102 correspond to an information acquisition unit, and S112, S114, and S116. Corresponds to the stop position estimation means, S120 and S122 correspond to the deceleration operation start position specifying means, S120 corresponds to the deceleration distance calculation means, and S132 corresponds to the guidance means.

DESCRIPTION OF SYMBOLS 1 Engine 2 Generator 3 Motor 11 GPS receiver 12 Direction sensor 13 Vehicle speed sensor 14 Map DB memory | storage part 15 Gradient sensor 16 Operation part 17 Optical beacon transmitter / receiver 18 Display part 19 Speaker 20 Navigation ECU
DESCRIPTION OF SYMBOLS 30 Car mounted 40 Traffic light 41 Signal control apparatus 50 Optical beacon control apparatus 51 Optical beacon 51

Claims (4)

A driving support device for guiding a driver of an onboard vehicle about a driving operation,
A communication means for communicating with a radio transmitter installed on the roadside;
Information acquisition means for acquiring information for estimating a stop position when the mounted vehicle stops before the traffic signal existing at the travel destination from the wireless transmitter via the communication means;
Stop position estimation means for estimating a stop position of the mounted vehicle when the mounted vehicle stops in front of a traffic light existing at the destination using the information acquired by the information acquisition means;
Deceleration operation start position for specifying a deceleration operation start position for starting a deceleration operation for stopping the mounted vehicle at the stop position estimated by the stop position estimation means at a deceleration equal to or less than a predetermined reference value Specific means,
A driving support apparatus, comprising: guidance means for guiding a driver to start a deceleration operation before the mounted vehicle reaches the deceleration operation start position. The deceleration operation start position specifying means calculates a deceleration distance necessary for stopping the mounted vehicle at the stop position estimated by the stop position estimation means with a deceleration equal to or less than a predetermined reference value. A distance calculating means,
The driving support device according to claim 1, wherein a position before the deceleration distance from the stop position estimated by the stop position estimation unit is specified as the deceleration operation start position. The information for estimating the stop position when the mounted vehicle stops before the traffic signal existing at the travel destination includes the switching timing of the traffic signal, from the wireless transmitter to the stop line indicating the stop position of the traffic signal. The distance of the vehicle, the average speed of the passing vehicle, and the passing time of the preceding vehicle that passed the installation position of the wireless transmitter,
The stop position estimating means uses the information for estimating a stop position when the mounted vehicle stops before the traffic signal existing at the travel destination, and the mounted vehicle is positioned before the traffic signal present at the travel destination. Estimating the number of preceding vehicles that stop in front of the mounted vehicle when stopping, and moving the stop position of the mounted vehicle to the front according to the number of preceding vehicles that stop in front of the mounted vehicle The driving support apparatus according to claim 1, wherein a stop position of the vehicle is estimated. The mounted vehicle is a vehicle that uses a motor as a power source for traveling,
The deceleration operation start position specifying means performs a deceleration operation for stopping the mounted vehicle at the stop position estimated by the stop position estimation means at a deceleration specified so that no regeneration loss of the motor occurs. The driving support device according to any one of claims 1 to 3, wherein a deceleration operation start position to be started is specified.

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