JP2014096013A - Driving support device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device for a vehicle for recommending decelerating operation to a driver as necessary on the basis of signal information when it is inevitable for the driver to stop following a traffic light at the next intersection.SOLUTION: When it is determined that a vehicle 12 is unable to pass (impossible to pass) an intersection B without stopping following the light color of a traffic light 20 (step S4: NO), stop distances Xstopr and Xstopb necessary for the vehicle 12 to stop by a decelerating operation are calculated by using a traveling simulation model 82r for a red light or a traveling simulation model 82b for a green light corresponding to a current light color based on signal information 70 (steps S7, S8), and when it is determined that a residual distance X to the intersection B is short in accordance with the calculated stop distances Xstopr and Xstopb (steps S9, S10: YES), the decelerating operation is recommended to the driver (step S11).

Description

  The present invention relates to a vehicle driving support apparatus that receives signal information of the traffic signal from outside (external) at an upstream point of an intersection where a traffic signal is installed, and passes the intersection using the received signal information.

  Conventionally, when a vehicle passes an intersection where a traffic signal is installed, at the upstream point of the intersection, the current lamp color of the traffic signal, the lighting time of each lamp color, and the remaining until the next lamp color changes. Receive signal information including the number of seconds (remaining time, waiting time), etc. from outside the vehicle, calculate the arrival time of the own vehicle to the intersection from the received signal information and the position / vehicle speed of the own vehicle, until the intersection A vehicle driving support device has been proposed for notifying the driver (driver) to start deceleration when the arrival time is longer than the time until the light color of the traffic light changes from blue to yellow or red. ([0032]-[0035] of Patent Document 1).

JP 2010-244308 A

  In the above-mentioned Patent Document 1, when the vehicle driving support device determines that it is difficult to pass a traffic light during a blue signal (blue lighting), the driver is notified of the start of deceleration of the vehicle, It is disclosed that early deceleration is promoted and fuel consumption can be improved (Patent Document 1, [0008]).

  However, the inventors of this application have determined that it is difficult for the driving device in the vehicle driving support device according to the above-described prior art to pass the traffic signal during the green signal of the next traffic light. When the vehicle is notified of the start of deceleration, when the driver performs a deceleration operation at the time of the green light, the driver feels uneasy about whether the traffic light really changes to a red signal (lights red) or is not hit by the following vehicle. I found an inconvenience that I might have.

  In addition, although it was a green light, it was found that the driver of the following vehicle may feel uncomfortable when the vehicle is decelerated by an accelerator-off operation (an idle state in which the accelerator pedal is returned to its original position by the return spring).

  The present invention has been made in consideration of such problems, and based on signal information, when it is determined that it is inevitable to stop according to the traffic light at a certain next intersection of the traffic light, the driver is timely It is an object of the present invention to provide a vehicle driving support device capable of prompting an accurate deceleration operation.

  The vehicle driving support device according to the present invention is a vehicle driving support device mounted on a vehicle, and receives signal information including a transition of a light color of a traffic light installed at an intersection and a lighting time of each of the light colors from outside the vehicle. Based on the signal information and the remaining distance, the intersection is determined in accordance with the light color of the traffic light based on the receiving unit that performs the operation, the remaining distance calculating unit that calculates the remaining distance indicating the distance from the position of the host vehicle to the intersection. A passability determination unit that determines whether or not the vehicle can pass by a stop, and a stop distance calculation unit that calculates a stop distance indicating a distance required for stop by deceleration when the passage determination unit determines that the passage is impossible And a distance comparison unit that compares the remaining distance with the stop distance, and a deceleration thrust that recommends a deceleration operation to the driver when the distance comparison unit determines that the remaining distance ≦ the stop distance. Comprising a part, the said stopping distance calculation unit, and calculates the stopping distance using the travel simulation model corresponding to the current light color based on the signal information.

  According to this invention, when it is determined that the vehicle cannot pass through the intersection in a non-stop manner according to the light color of the traffic light (passage is impossible), the traveling simulation model corresponding to the current light color based on the signal information is used. And calculating a stop distance required for stopping by the deceleration operation of the vehicle, and determining that the remaining distance to the intersection is shorter than the calculated stop distance (the remaining distance ≦ the stop distance), the driver performs a deceleration operation. Since it is configured to prompt the driver, the driver can be prompted to perform a deceleration operation in a timely and accurate manner.

  In this case, the stop distance calculation unit determines the stop distance when the current light color is a light color that allows the vehicle to travel through the intersection, and the current light color indicates the intersection of the vehicle. By calculating the stop distance using the travel simulation model that is shorter than the stop distance in the case of a lamp color that cannot be advanced, the vehicle can advance the intersection with the current lamp color. It is possible to delay the timing for prompting the deceleration operation in the case of the color of the color.

  The travel simulation model decelerates at a predetermined deceleration by an accelerator-off operation from the current speed of the host vehicle to a deceleration target speed, and decelerates at a predetermined deceleration by a foot brake operation from the deceleration target speed to a stop. And the deceleration target speed when the current lamp color is a color that allows the vehicle to travel through the intersection. The deceleration target speed when the current lamp color is a color that the vehicle cannot travel through the intersection. It is set higher than the deceleration target speed.

  According to this invention, when the current light color of the next traffic light is a color that allows the vehicle to travel through the intersection, the deceleration target speed by the accelerator-off operation, and the current light color of the next traffic light is the vehicle Is set to be higher than the target deceleration speed due to the accelerator-off operation in the case of a color that cannot travel through the intersection, so when the driver is decelerating by the accelerator-off operation, the driver is beaten by the following vehicle. It is possible to reduce anxiety such as the presence or absence and to reduce the uncomfortable feeling given to the driver of the following vehicle.

  Here, when the current lamp color is a color that allows the vehicle to travel through the intersection, the vehicle speed of the host vehicle does not become lower than the target deceleration speed when the lighting of the color ends. When the remaining distance is reached, by configuring the driver to recommend a deceleration operation, the vehicle speed will not drop too much while the light color is a color that allows the vehicle to travel through the intersection. The uncomfortable feeling given to the driver of the following vehicle can be reduced.

  According to the present invention, at the next intersection, when it is inevitable that the vehicle stops according to the traffic light, the driver can be promptly prompted to decelerate based on the signal information. The effect that the driver's uncomfortable feeling can be suppressed is achieved.

1 is a schematic configuration diagram of a vehicle driving support system in which infrastructure related to a road on which a vehicle on which a vehicle driving support device according to this embodiment is mounted is maintained. It is a block diagram which shows the structure of the driving assistance device for vehicles which concerns on this embodiment mounted in the vehicle. It is a flowchart with which operation | movement description of the driving assistance device for vehicles which concerns on this embodiment is provided. It is explanatory drawing which shows the example of the signal information obtained by road-to-vehicle communication. It is explanatory drawing with which it uses for the calculation example of the passage speed range within a green signal. FIG. 6 is an explanatory diagram provided for a calculation example of a passing speed range in a green signal when the speed limit is different from the example in FIG. 5. It is explanatory drawing which shows the example of a driving assistance display at the time of passing a traffic signal with a green light. FIG. 8A shows a red signal for calculating a stop distance due to deceleration when it is determined that it is impossible to pass under a blue signal and the current lamp color of the traffic light is red (including yellow). FIG. 8B is a driving simulation model diagram for calculating a stop distance due to deceleration when it is determined that it is impossible to pass a traffic light under a green light and the current light color of the traffic light is blue. It is a driving | running | working simulation model figure for green lights. It is explanatory drawing of the example of a display of an accelerator off recommendation. FIG. 10A is a reprint of FIG. 8B, and FIG. 10B shows the stop distance due to deceleration when it is determined that it is impossible to pass the traffic light under the green light and the current light color of the traffic light is blue. It is another driving | running | working simulation model figure for calculating.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle driving support system 16 in which infrastructure relating to a road 14 on which a vehicle (also referred to as a host vehicle) 12 on which a vehicle driving support device 10 according to this embodiment is mounted is provided. ing.

  The vehicle driving support system 16 includes a signal controller 22 that controls a traffic light 20 installed at an intersection B (also referred to as a point B) on the road 14 and an upstream point A (a distance Xa [m] away from the intersection B). An optical beacon transmission / reception controller 26 that controls the optical beacon transceiver 24 installed on the roadside of the installation point A, the optical beacon reception point A, the reception point A, or simply the point A), and the signal controller 22 An information relay determination device 28 connected to the optical beacon transmission / reception controller 26 is provided.

  In this embodiment, the traffic light 20 is such that the vehicle 12 stops at a blue light 21b (including a green light and the like) through which the vehicle 12 can pass through the intersection B and a stop position (stop line) C at the intersection B. Alternatively, when the vehicle cannot be stopped safely at the stop position C, the yellow light 21y (including amber light, orange light, etc.) that prompts passage is prohibited and the vehicle 12 is prohibited from traveling downstream from the stop position C at the intersection B. A red lamp 21r. The traffic light 20 with the blue light 21b lit is also called a blue light, the traffic light 20 with the yellow light 21y lit is called a yellow light, and the traffic light 20 with the red light 21r lit is called a red light.

  The signal controller 22 manages and controls the transition of the lamp color of the traffic signal 20 and the remaining number of seconds of each lamp color based on the signal information 70 (see FIG. 4 described later) determined at that time. To drive.

  Note that the remaining number of seconds for each lamp color is equal to the scheduled number of seconds (the number of remaining seconds before starting lighting) when not lighting, and once lighting starts, the number of seconds decreases from the scheduled number of times, and lighting ends. Then, the value becomes zero, and when the lighting is started again, a value that decreases every moment from the predetermined number of seconds is taken.

  In this embodiment, the lighting of the lamp color includes the first lamp color (current lamp color), the second lamp color (next lamp color), the third lamp color (next lamp color), and the first lamp color. , The second light color, the third light color,... Also, in this embodiment, when each lamp color starts lighting, the remaining number of seconds decreases from the scheduled number of seconds (timed down), and when the remaining number of seconds becomes zero, the next lamp color is lit. ing.

  The signal information 70 is updated at an extremely short time compared to the scheduled number of seconds in order to measure the exact number of remaining seconds.

  The information relay determination device 28 receives the signal information 70 from the signal controller 22 and sends the signal information 70 to the optical beacon transmission / reception controller 26.

  The optical beacon transmitter / receiver 24 is driven by the optical beacon transmitter / receiver controller 26, and the driven optical beacon transmitter / receiver 24 is in response to the vehicle 12 passing (running) at the point A that is the upstream point of the intersection B. The signal information 70 is transmitted by the optical signal L.

  FIG. 2 shows the configuration of the vehicle driving support apparatus 10 according to this embodiment mounted on the vehicle 12.

  The vehicle driving assistance device 10 includes a driving assistance ECU 50 (Electronic Control Unit), and an optical beacon transceiver 52, a navigation device 54, a vehicle speed sensor 56, and the like are connected to the driving assistance ECU 50. Then, the driving support ECU 50 processes signals from these connection devices and outputs the processing results to the display unit 60 such as a color display and the sound output unit 59 such as a speaker.

  The driving support ECU 50 is a computer including a microcomputer, and includes a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), an A / D converter, and a D / A conversion. Input / output device such as a timer, a timer as a timer, etc., and the CPU reads and executes a program recorded in the ROM so that various function realizing units (function realizing means) such as a control unit and a calculation unit And function as a processing unit or the like.

  Specifically, in this embodiment, as shown in FIG. 2, the driving assistance ECU 50 includes a remaining distance calculation unit 61, an acceleration calculation unit 62, a passing speed range calculation unit 63, a passability determination unit 64, and a stop distance calculation unit 65. , A distance comparison unit 66, a deceleration recommendation unit 67, an acceleration suppression recommendation unit 68, and a display control unit 69 that controls the sound output from the sound output unit 59 and the display output on the display unit 60.

  Next, the operation of the vehicle driving support apparatus 10 basically configured as described above will be described in detail based on the flowchart shown in FIG. The execution subject of the program according to the flowchart is the driving support ECU 50.

  In step S1, when the vehicle 12 traveling on the road 14 passes through the installation point A of the optical beacon transmitter / receiver 24, the downstream side of the road 14 from the optical beacon transmitter / receiver 24, which is an external roadside device, at the point A. The signal information 70 of the traffic light 20 installed at the point B is received as an optical signal L by the optical beacon transceiver 52 of the vehicle 12 (step S1: YES), and is output to the driving support ECU 50 through the optical beacon transceiver 52, The driving support ECU 50 acquires (acquires signal information).

  In addition, the determination of step S1 is repeated negative determination (step S1: NO) until road-to-vehicle communication reception becomes affirmative (step S1: YES).

  FIG. 4 shows an example of information obtained by road-to-vehicle communication in step S1, and shows a configuration example of signal information 70 that is input to the driving support ECU 50 and temporarily stored in a memory (not shown). The signal information 70 includes signal color transition {first lamp color (currently lit lamp color: also referred to as current lamp color), second lamp color (the next scheduled lamp color: The next lamp color), the third lamp color (the next lamp color to be lit: also called the next lamp color)}, each lamp color (color), the first, second and second The remaining number of seconds for each of the three lamp colors is included.

  In this embodiment, the signal information 70 includes the distance Xa from the upstream point A to the stop position C of the intersection B where the traffic light 20 is installed as road information. The distance Xa may be calculated by the driving assistance ECU 50 obtaining current location information and map information from the navigation device 54.

  Further, the legal maximum speed (hereinafter referred to as a speed limit) Vlimit of the road 14 is acquired as the signal information 70. The speed limit Vlimit can also be obtained from the navigation device 54.

  Note that the remaining number of seconds of the first lamp color, which is the current lamp color, is usually less than the scheduled number of seconds. That is, since the first lamp color starts to be turned on before the vehicle 12 passes through the point A, and only when the first lamp color starts to turn on when the vehicle 12 passes through the point A, This is because the remaining number of seconds = scheduled number of seconds.

  Next, when the signal information 70 is acquired and at every very short predetermined time (processing cycle), in step S2, the remaining distance calculation unit 61 determines the elapsed time from the reception point A of the signal information 70 and the reception point A. Is calculated, and the remaining number of seconds for each lamp color and the remaining distance X to the stop position C (remaining distance: X = Xa−traveling distance) are updated.

  Here, the travel distance can be calculated by multiplying the speed (vehicle speed, vehicle speed) v of the vehicle 12 acquired from the vehicle speed sensor 56 with the elapsed time. The travel distance may be calculated using the navigation device 54.

  Next, in step S3, the passing speed range calculation unit 63, based on the current position and the current time, during the scheduled time (scheduled number of seconds) during which the blue light 21b of the next (most recent) traffic light 20 is lit. In other words, a speed range (passing speed range, passable speed range) Vrange that can pass through the next intersection B with a green light is calculated. A speed range that can pass through the next intersection B with a blue signal and within the speed limit Vlimit is referred to as a passing speed range (passable speed range) Vrange.

For example, as shown in FIG. 5, the passing speed range Vrange is calculated. In this case, the time from the current time (0) at the current position (0) of the traveling vehicle 12 to the end of the current red signal is defined as T1 (number of remaining seconds), and the next green signal ends from the current time. Time (time until the start of the next yellow signal) is T2 {T1 + (scheduled number of green signals)}. Then, the upper limit speed V1 indicated by the solid line in the passing speed range Vrange is calculated by the following equation (1) obtained by dividing the remaining distance X to the stop position C (intersection position) of the intersection B by the time T1, Similarly, it is understood that the lower limit speed V2 indicated by the solid line is calculated by the following equation (2) obtained by dividing the remaining distance X of the intersection B to the stop position C (intersection position) by the time T2.
V1 = X / T1 (1)
V2 = X / T2 (2)

  In FIG. 5, the speed limit Vlimit is indicated by a broken line. Time T3 indicates the time when the next yellow signal ends (the time when the next red signal starts).

  Next, in step S4, the pass / fail judgment unit 64 compares the lower limit speed V2 in the passing speed range Vrange with the speed limit Vlimit of the road 14 that is running, and the lower speed V2 is equal to or lower than the speed limit Vlimit. It is determined whether or not.

  When the lower limit speed V2 is a speed equal to or lower than the limit speed Vlimit (step S4: YES), the passability determination unit 64 determines that the traffic light 20 at the intersection B can pass under a green light (passage is possible). As shown in FIG. 5, when the upper limit speed V1 is also equal to or lower than the limit speed Vlimit (V1 ≦ Vlimit), the passing speed range Vrange that can pass through the next intersection B with a blue signal and within the limit speed Vlimit is It is determined that the intersection B is equal to the passing speed range Vrange that can pass through the green light (Vrange = Vrange).

  As shown in FIG. 6, when the speed limit Vlimit exists between the upper limit speed V1 and the lower limit speed V2, the speed range between the lower limit speed V2 and the limit speed Vlimit becomes the passing speed range Vrange.

  Next, in step S5, for example, as shown in FIG. 7 of the display corresponding to the example in FIG. 5, the display control unit 69 can pass through the intersection B in a non-stop manner according to the light color (blue light 21b) of the traffic light 20. A passing speed range VRb corresponding to the speed range Vrange is displayed.

  In FIG. 7, a speedometer 76 having an arc-shaped speed scale 72 and a pointer 74 (indicator) is displayed on the display unit 60, and a red signal is displayed around the arc-shaped speedometer 76 in association with the speedometer 76. The upper limit speed V1 for passing through the intersection B (stop position C) is set as the maximum speed at the timing when the green signal starts and the green signal starts, and passes through the intersection B (stop position C) at the timing when the green signal ends and the yellow signal starts. Therefore, the passing speed range VRb having the minimum speed V2 as the minimum speed is displayed in a blue color.

  In the display of the example in FIG. 7, since the pointer 74 of the speedometer 76 indicating the current vehicle speed v indicates a speed exceeding the passing speed range VRb, the driver makes the pointer 74 fall within the blue passing speed range VRb. By making the accelerator opening small and making the pointer 74 lower than the upper limit speed V1, the intersection B where the traffic light 20 is installed can be passed with a so-called green signal. In this case, it may be notified that the possibility of passing through the traffic light 20 is high by reducing the current speed v so as to fall within the passing speed range VRb by sound through the sound output unit 59.

  In FIG. 7, although not shown, the arc speed range in the red signal period is displayed on the upper right side following the arc shape of the pass speed range VRb displayed in blue, and the pass speed displayed in blue. The arc-shaped speed range in the yellow signal period may be displayed in red and yellow in the lower left side following the arc of the range VRb.

  In FIG. 7, a so-called multi-information display 80 capable of displaying fuel consumption and the like on the central display portion of the display portion 60 has a speed limit Vlimit (actually, for example, 60 [km / h]). The display 80a is displayed.

  On the other hand, if it is determined in step S4 that the passable lower limit speed V2 is higher than the limit speed Vlimit (step S4: NO), the passability determination unit 64 passes the traffic light 20 at the intersection B under a green light. Is determined to be impossible (impossible to pass).

  When it is determined that it is impossible to pass the traffic light 20 at the intersection B under a green light (passage is impossible), it is determined in step S6 whether the current light color of the traffic light 20 is red (including yellow). judge.

  If it is red (including yellow) (step S6: YES), the process proceeds to step S7. If it is blue (step S6: NO), the process proceeds to step S8.

  In step S7, the stop distance calculation unit 65 is safe at the stop position C at the intersection B according to the red light travel simulation model (travel model) 82r that assumes that the current lamp color of the traffic light 20 is red. The stop distance Xstop = Xstopr required for stopping by deceleration is calculated.

  On the other hand, in step S8, the stop distance calculation unit 65 is at the stop position C of the intersection B according to the green light driving simulation model (travel model) 82b on the assumption that the current light color of the traffic light 20 is blue. A stop distance Xstop = Xstopb necessary for stopping by deceleration that can be stopped safely is calculated.

  FIG. 8A shows a case where it is determined that it is impossible (passage is impossible) to pass the traffic light 20 at the intersection B under a green light, and the current light color of the traffic light 20 is red (including yellow) ( A red signal traveling simulation model 82r (deceleration characteristic) for calculating a stop distance Xstopr due to deceleration in step S6: YES) is shown.

  FIG. 8B shows a case where it is determined that it is impossible (passage is impossible) to pass the traffic light 20 at the intersection B under a green light, and the current light color of the traffic light 20 is blue (step S6: NO). A green light traveling simulation model 82b (deceleration characteristics) for calculating a stop distance Xstopb due to deceleration is shown.

In each of the travel simulation models 82r and 82b, the driver reaction time is α [sec], the deceleration due to accelerator off is a [m / sec ² ], and the deceleration due to the foot brake is b [m / sec ² ] (| a | < | B |), the current speed is v [m / sec], the deceleration target speed v ′ [m / sec] at which the footbrake operation is started, and the deceleration target speed when the current light color of the traffic light 20 is blue. v _b → v ′ is set higher than the target deceleration speed v _r → v ′ when the current lamp color of the traffic light 20 is red (v _b > v _r ).

That is, when it is determined that the traffic light 20 at the intersection B is not allowed to pass under the green light, if the next traffic light 20 is currently a green light, the accelerator-off operation is recommended by the deceleration recommendation unit 67 and the driver performs the accelerator-off operation. deceleration target of the deceleration target speed v _b, if the following traffic 20 is currently red, when the accelerator-off operation is performed by the accelerator-off operation is recommended at a reduced recommending unit 67 drivers when By setting a value higher than the speed v _r , when the driver is performing a deceleration operation by an accelerator-off operation, when the next traffic light 20 is currently a green signal, it is decelerated compared to when the current signal is a red signal. since the high setting the target speed _{v'(v b> v r)} , reduced anxiety, such as either not fanned from the following vehicle even driver is the accelerator-off And since not over dropped vehicle speed v between the blue signal, it is possible to reduce the uncomfortable feeling given to the following vehicle driver.

Here, when the driver is recommended to decelerate by turning off the accelerator at the current position (0) where the vehicle is traveling at the current speed v, as described later, the stop distances Xstopr and Xstopb are set to the driver reaction time α. A braking distance (v _r ² −v ² ) / 2a, (v _b ² −v ² ) / 2a based on a constant acceleration linear motion due to a deceleration a caused by the accelerator off, As the sum of braking distances (−v _r ² ) / 2b and (−v _b ² ) / 2b based on the constant acceleration linear motion by the deceleration b by the foot brake, the following equations (3) and (4) are used, respectively. Calculated.
Xstopr = vα + {(v _r ² −v ² ) / 2a} + {(− v _r ² ) / 2b}
= Vα + [{(b−a) v _r ² −bv ² } / 2ab] (3)
Xstopb = vα + {(v _b ² −v ² ) / 2a} + {(− v _b ² ) / 2b}
= Vα + [{(b−a) v _b ² −bv ² } / 2ab] (4)

  As is well known, the deceleration a by the accelerator off and the deceleration b by the foot brake change depending on the vehicle environmental conditions such as the road surface condition, the tire condition, and the load amount of the load. It is preferable to use the predetermined values, and those states may be detected, and a suitable predetermined value may be selected from characteristics, maps, and the like stored in the storage unit (memory).

  In the travel simulation models 82r and 82b, the current speed v may be a limit speed Vlimit of 60 [km / h] which is the maximum speed on a general road. In this case, the travel simulation models 82r and 82b are the stop distances Xstopr and Xstopb necessary to stop by decelerating from the speed limit Vlimit by the accelerator off.

  Next, in step S9 after the processing of step S7, the distance comparison unit 66 determines that the remaining distance X from the current position calculated in step S2 to the stop position C of the intersection B where the traffic light 20 is installed is in step S7. It is determined whether or not it is shorter than the stop distance Xstopr calculated in the above (X ≦ Xstopr).

  When the remaining distance X to the stop position C is longer than the stop distance Xstopr (step S9: NO), the process after step S2 is repeated.

  On the other hand, when the remaining distance X to the stop position C is shorter than the stop distance Xstopr (step S9: YES, X ≦ Xstopr), in step S11, the deceleration recommendation unit 67 performs an accelerator-off operation on the driver. Prompt accelerator off recommended processing is performed.

  In this case, in the accelerator-off recommendation process, as shown in FIG. 9, “accelerator OFF recommendation” 80 c is displayed on the multi-information display 80 of the display unit 60. At the same time, the sound output unit 59 may output a voice prompting that the accelerator is turned off, such as “Recommend accelerator off”.

  At this time, when the driver starts the deceleration process by the accelerator-off operation, the deceleration process is performed based on the red light traveling simulation model 82r shown in FIG. 8A, and the vehicle 12 safely stops at the stop position C at the intersection B. be able to.

  On the other hand, in step S10 after the process of step S8, the distance comparison unit 66 determines that the remaining distance X from the current position calculated in step S2 to the stop position C of the intersection B where the traffic light 20 is installed is in step S8. It is determined whether or not it is shorter than the stop distance Xstopb calculated in this way (X ≦ Xstopb).

  When the remaining distance X to the stop position C is longer than the stop distance Xstopb (step S10: NO), the processes after step S2 are repeated.

On the other hand, if the remaining distance X to the stop position C is shorter than the stop distance Xstopb (step S10: YES, X ≦ Xstopb), the driver now decelerates at the end of the green light even if the accelerator is turned off. It is determined whether or not the target speed v _b is not reduced. If the accelerator-off operation is performed, it is determined that the current speed v at the end of the green signal is lower than the deceleration target speed v _b (v <v _b ) (step S12). : NO), the process after step S2 is repeated (step S12: NO → step S2 → step S3 → step S4: NO → step S6: NO → step S8 → step S10: YES → step S12).

In contrast, in the determination of step S12, now it determines that the current speed v at green light ends is not less than the deceleration target speed v _b even if the accelerator-off operation (v ≧ v _b) (step S12: If YES, in step S11, the deceleration recommendation unit 67 performs accelerator-off recommendation processing that prompts the driver to perform an accelerator-off operation.

  In this case, in the accelerator-off recommendation process, as shown in FIG. 9, “accelerator OFF recommendation” 80 c is displayed on the multi-information display 80 of the display unit 60. At the same time, the sound output unit 59 may output a voice prompting that the accelerator is turned off, such as “Recommend accelerator off”.

At this time, when the driver starts the deceleration process by the accelerator off operation, the deceleration process by the accelerator off is performed based on the green traffic traveling simulation model 82b shown in FIG. 8B, and the vehicle 12 decelerates the current speed v at the end of the green signal. is adapted never falls below the target speed v _b.

Note that the current lighting color of the traffic 20 is blue (step S6: NO) If, at step S12, the current speed v at green light ends is not less than the deceleration target speed v _b even if the accelerator-off operation The processing and conditions of steps S8 and S10 when determining (v ≧ v _b ) are timed (downed ₎ for the remaining time t _{b of the} green light instead of the determination based on the distance / speed axis described with reference to FIG. 8B. counting) and can be replaced with the determination by the time-rate axis to green light of the remaining time t _b is the current velocity v at green light ends to be zero is not less than the deceleration target speed v _b.

More specifically, with reference to FIG. 10A (reprinted in FIG. 8B) in which the vertical axis is the speed axis and the horizontal axis is the distance axis, and FIG. In order not to fall below the deceleration target speed v _b at the end of the green signal by the off operation, the speed obtained by subtracting the speed decrease due to the accelerator off time from the current speed v should not be lower than the deceleration target speed v _b . It can be seen that the following expression (5) should be satisfied. Solving the equation (5) with the remaining time t _b of the green light gives the equation (6).
v + a (t _b −α) ≧ v _b (5)
t _b ≧ {(v _b −v) / a} + α (6)

The remaining time t _b is timed and monitored by the deceleration recommendation unit 67.

[Summary of Embodiment]
As described above, the vehicle driving support apparatus 10 according to this embodiment mounted on the vehicle 12 is a signal including the transition of the light color of the traffic light 20 installed at the intersection B and the lighting time of each of the light colors. An optical beacon transmitter / receiver 52 as a receiving unit that receives the information 70 from the optical beacon transmitter / receiver 24 outside the vehicle, a remaining distance calculating unit 61 that calculates a remaining distance X indicating the distance from the position of the host vehicle 12 to the intersection B, Based on the signal information 70 and the remaining distance X, a passability determination unit 64 that determines whether or not the intersection B can be passed non-stop according to the color of the traffic light 20, and a passability determination unit 64 determines that the vehicle cannot pass. When the determination is made (step S4: NO), a stop distance calculating unit 65 that calculates a stop distance Xstop indicating a distance required for stop by deceleration, the remaining distance X, and the stop distance Xstop. When the distance comparison unit 66 and the distance comparison unit 66 determine that the remaining distance ≦ the stop distance (X ≦ Xstop) is satisfied (step S9: YES, step S10: YES), the driver A decelerating recommendation unit 67 that recommends a decelerating operation (step S11), and the stop distance calculating unit 65 uses the travel simulation models 82r and 82b corresponding to the current lamp color based on the signal information 70 to stop the distance Xstopr. , Xstopb is calculated.

  According to this embodiment, when it is determined that the vehicle 12 cannot pass through the intersection B in a non-stop manner according to the color of the traffic light 20 (passage is impossible) (step S4: NO), the current based on the signal information 70 The stop distances Xstopr and Xstopb necessary for stopping the vehicle 12 by the deceleration operation are calculated using a travel simulation model (red signal travel simulation model 82r or green signal travel simulation model 82b) corresponding to the light color of the vehicle. When the remaining distance X from the distance Xstopr and Xstopb to the intersection B is determined to be short (remaining distance ≦ stop distance, X ≦ Xstopr, X ≦ Xstopb), the driver is prompted to perform a deceleration operation. Deceleration operation can be urged.

In this case, the travel simulation models 82r and 82b decelerate at a predetermined deceleration a by the accelerator-off operation from the current speed v of the host vehicle 12 to the deceleration target speed v ′ (v _r , v _b ). From v ′ (v _r , v _b ) to stop (v = 0), this is a model that decelerates at a predetermined deceleration b by the footbrake operation, and the current light color causes the vehicle 12 to travel through the intersection B. The target deceleration speed v _b in the case of a color that can be set is set higher than the target deceleration speed v _{r in} the case where the current light color is a color that the vehicle 12 cannot travel on the intersection B.

As described above, when the current light color of the next traffic light 20 is a color that allows the vehicle 12 to travel through the intersection B, the deceleration target speed v _b by the accelerator-off operation is set, and the current light color of the next traffic light 20 is the current light color. since the vehicle 12 is to be set higher than the deceleration target speed v _r by the accelerator-off operation in the case of a color that can not be advanced to the intersection B, and when the driver is performing decelerating operation by the accelerator-off operation, subsequent It is possible to reduce anxiety such as whether or not the vehicle is hit, and to reduce the uncomfortable feeling given to the driver of the following vehicle.

Thus, when the current lamp color of the traffic light 20 is a color that allows the vehicle 12 to travel through the intersection B, the deceleration recommendation unit 67 determines that the vehicle speed v of the host vehicle 12 is the deceleration target at the end of the lamp of the color. When the remaining distance X or the remaining time tb that does not become smaller than the speed v ′ (v _b ) is reached, the driver is recommended to perform a deceleration operation by an accelerator-off operation. The vehicle speed v will not decrease too much while the color can travel forward, and when the driver is decelerating by accelerator-off operation, the driver will be able to reduce the anxiety of being hit by the following vehicle, In addition, the uncomfortable feeling given to the driver of the following vehicle can be reduced.

  Thus, at the next intersection B, when it is inevitable that the vehicle 12 stops in accordance with the traffic light 20, the driver can be prompted to perform a deceleration operation in a timely manner based on the signal information 70. The effect that the discomfort of the driver of the car can be suppressed is achieved.

  By supporting the stop operation of the vehicle 12, as a result, the merchantability of the vehicle driving support device 10 according to this embodiment can be improved.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Vehicle driving assistance device 12 ... Vehicle 20 ... Traffic light 24, 52 ... Optical beacon transceiver 50 ... Driving assistance ECU 60 ... Display part 61 ... Remaining distance calculation part 62 ... Acceleration calculation part 63 ... Passing speed range calculation part 64 ... Passability determination unit 65 ... stop distance calculation unit 66 ... distance comparison unit 67 ... deceleration recommendation unit 68 ... acceleration suppression recommendation unit 70 ... signal information 80 ... multi-information display A ... upstream point (light beacon reception point)
B ... Intersection

Claims (4)

In a vehicle driving support device mounted on a vehicle,
A receiver that receives signal information including the transition of the light color of the traffic light installed at the intersection and the lighting time of each of the light colors from outside the vehicle;
A remaining distance calculating unit that calculates a remaining distance indicating a distance from the position of the host vehicle to the intersection;
Based on the signal information and the remaining distance, a passability determination unit that determines whether the intersection can be passed nonstop according to the color of the traffic light;
A stop distance calculating unit that calculates a stop distance indicating a distance required for stop by deceleration when it is determined that the passage is impossible by the pass / fail determining unit;
A distance comparison unit that compares the remaining distance and the stop distance;
A deceleration recommendation unit that recommends a deceleration operation to the driver when the distance comparison unit determines that the remaining distance ≦ the stop distance is satisfied,
The stop distance calculation unit
The vehicle driving support device, wherein the stop distance is calculated using a travel simulation model corresponding to a current lamp color based on the signal information. The vehicle driving support device according to claim 1,
The stop distance calculation unit
The stop distance when the current lamp color is a lamp color that allows the vehicle to travel through the intersection is the stop distance when the current lamp color is a lamp color that the vehicle cannot travel through the intersection. The vehicle driving assistance device, wherein the stopping distance is calculated using the travel simulation model that is shorter than the stopping distance. The vehicle driving support device according to claim 2,
The travel simulation model decelerates at a predetermined deceleration by an accelerator-off operation from the current speed of the host vehicle to a deceleration target speed, and decelerates at a predetermined deceleration by a foot brake operation from the deceleration target speed to a stop. And the deceleration target speed when the current lamp color is a color that allows the vehicle to travel through the intersection. The deceleration target speed when the current lamp color is a color that the vehicle cannot travel through the intersection. The vehicle driving support device is set higher than the deceleration target speed. The vehicle driving support device according to claim 3,
When the current lamp color is a color that allows the vehicle to travel through the intersection, the remaining distance at which the vehicle speed of the host vehicle does not become lower than the target deceleration speed when the lighting of the color ends. When this happens, the driver is recommended to perform a deceleration operation.

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