JP2014096016A - Driving support device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device for a vehicle for recommending start timing of an accelerator off operation as necessary to a driver of a vehicle which passes a plurality of intersections following the light color of each traffic light.SOLUTION: When an impassable intersection Bb that a vehicle is not able to pass without stopping following the light color of a traffic light 20 is specified on the basis of signal information 70, and it is determined that the vehicle is able to pass without stopping following the light color of a traffic light 20a of a front intersection Ba by performing even a decelerating operation at a current point of time in a normal timing (position P) in which a decelerating operation for supporting the vehicle to stop at the impassable intersection Bb is recommended, the decelerating operation in a timing (position R) delayed as compared with the normal timing is recommended to the driver.

Description

  The present invention is for a vehicle that receives signal information of a traffic light installed at each of a plurality of intersections positioned in a straight traveling direction of the vehicle from the outside of the vehicle (external) and passes through the plurality of intersections using the received signal information. The present invention relates to a driving support device.

  Conventionally, when an intersection signal transmitted within a predetermined range is received with reference to an intersection where a traffic light is installed, a distance to the intersection in front of the vehicle is calculated, and the calculated distance is included in the received intersection signal. A vehicle passage method at the intersection (whether the vehicle should pass through the intersection or stop at the intersection) is determined based on the approach permission signal, the remaining remaining time, and the vehicle speed. An intersection safety passage system that is instructed to the driver of the vehicle has been proposed (Patent Documents 1 [0006], [0019], [0022] to [0025]).

JP 2010-244308 A

  In the above-mentioned intersection safety traffic system according to the prior art, when signal information is to be received and the traffic light should be stopped, the driver is notified of when to start deceleration, and early deceleration is performed. It is disclosed to assist driving to encourage.

  However, for example, as shown in FIG. 19 as a comparative example, the next (first) intersection where the traveling vehicle is located at the position 0 / time 0 and is located in the straight traveling direction (traveling direction) of the vehicle. When the signal passing speed assistance is performed for a plurality of traffic lights of the traffic light 20a of Ba and the traffic light 20b of the second intersection Bb, if the vehicle travels at the current speed v, the first traffic light 20a can pass with a green light. Since the second traffic light 20b is yellow at the time t1 when it passes through the first traffic light 20a, a situation occurs in which it cannot pass.

  In this case, if the start position of the accelerator-off operation is calculated based on the signal information of the second traffic light 20b, the start position of the accelerator-off operation is calculated at the position P. Inconvenience occurs that the first traffic light 20a cannot pass.

  The present invention has been made in consideration of such problems and circumstances, and the timely start of accelerator-off operation is performed for a driver of a vehicle passing through a plurality of intersections positioned in a straight line direction according to the color of each traffic light. It is an object of the present invention to provide a vehicle driving support device that makes it possible to recommend timing.

  According to this invention, in the vehicle driving support device mounted on a vehicle, the transition of the light color of each traffic light installed at each of a plurality of intersections located in the straight direction of the vehicle, and the lighting time of each of the light colors Based on the signal information and the remaining distances, a receiving unit that receives signal information including outside the vehicle, a remaining distance calculating unit that calculates distances from the position of the host vehicle to each of the plurality of intersections, When it is determined by the first passage propriety determination unit that specifies a non-passable intersection indicating an intersection that cannot pass non-stop according to the light color of the traffic light, and when the first passage propriety determination unit determines that passage is impossible, A stop distance calculation unit that calculates a stop distance indicating a distance required for a stop by deceleration, a distance comparison unit that compares the remaining distance and the stop distance, and the distance comparison unit before the intersection that cannot pass. When it is determined that the remaining distance ≦ the stop distance is satisfied, when the vehicle starts to decelerate at the present time, the intersection on the near side located between the position of the host vehicle and the non-passable intersection is a signal light of the intersection A second passability determination unit that determines whether or not the vehicle can pass nonstop according to a color, and the second passability determination unit determines that the intersection on the near side is nonstop according to the color of the traffic light at the intersection And a deceleration recommendation unit that recommends a deceleration operation to the driver when it is determined that the vehicle can pass.

  According to this invention, when signal information of each traffic light installed at each of a plurality of intersections located in a straight ahead direction of the vehicle is received and an intersection that cannot pass non-stop according to the light color of the traffic light is specified, When it is time to recommend a deceleration operation to assist in stopping at the non-passable intersection, the intersection on the near side located between the position of the host vehicle and the non-passable intersection is set according to the light color of the traffic light at the intersection. When it is determined that the vehicle can pass through the stop, the driver is recommended to perform a deceleration operation at a timing later than the above timing. As a result, it is possible to prevent the inconvenience that it is inevitable to stop at the traffic light on the near side that should have passed. Can.

  In this case, the deceleration at the time of calculating the stop distance indicating the distance required for the stop by the deceleration includes the deceleration by the accelerator off so that the engine brake and / or the regenerative brake (motor) by the accelerator off operation is performed. The brake due to the regenerative operation is utilized to prevent deterioration of fuel consumption.

  Furthermore, by providing a display unit that displays the positional relationship between the vehicle position, the non-passable intersection, and the crossable intersection, the driver knows which intersection is recommended for the deceleration operation. Can do.

  According to the present invention, among the plurality of intersections located in the straight traveling direction, the recommended deceleration operation timing when the stop is unavoidable at the intersection ahead of the intersection instead of the intersection on the front side, the intersection where the passage beyond that is impossible Rather than recommending an appropriate timing only for traffic lights at (non-passable intersections), the deceleration operation is recommended at a timing at which the intersection in front of the vehicle can pass even if the deceleration operation is performed. It is possible to recommend the start timing of the decelerating operation in a timely manner to the driver of the vehicle that passes according to the color of the traffic light.

  By configuring in this way, as a result of urging the early deceleration operation to the traffic signal that cannot pass (the traffic signal that cannot be stopped according to the light color), it stops at the traffic signal on the near side that should have been able to pass Can be prevented.

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 structural example of the signal information obtained by road-to-vehicle communication. It is a schematic diagram used for description of how to determine the number of support target signals. It is a driving | running | working simulation model figure for distance calculation required in order to decelerate and stop including an accelerator off operation. It is a driving | running | working simulation model figure for distance calculation required in order to decelerate by the accelerator off operation from the present speed, and to adjust to the lower limit speed | rate used as the object of passage assistance. It is a driving | running | working simulation model figure for distance calculation required in order to accelerate from current speed to a limit speed and to adjust speed. It is a driving | running | working simulation model figure for time calculation required in order to decelerate and stop by an accelerator-off operation. It is a driving | running | working simulation model figure for time calculation required to decelerate by accelerator off operation from the present speed, and to adjust to the lower limit speed | rate used as the object of passage assistance. It is a driving | running | working simulation model figure for time calculation required in order to accelerate from current speed to speed limit and to adjust speed. It is explanatory drawing with which it uses for the calculation example of the passage speed range within a green signal. FIG. 13 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. 12. It is explanatory drawing which shows the example of a driving | operation assistance display at the time of passing through several continuous traffic lights with a green light. It is operation effect explanatory drawing of the Example contrasted with the comparative example. It is explanatory drawing of the example of a display of an accelerator off recommendation. It is a display transition explanatory view on a display part at the time of passing thru / or stopping a plurality of intersections. It is a partially expanded explanatory view of FIG. It is explanatory drawing of the comparative example for demonstrating a subject.

  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.

  This vehicle driving support system 16 is also referred to as a plurality of intersections Ba to Bd {representatively intersections B on the road 14 on which the vehicle 12 travels in the straight direction of the vehicle 12. Also referred to as point B (Ba to Bd). }, Each signal controller 22a to 22d (typically referred to as signal controller 22) for controlling each signal apparatus 20a to 20d (typically referred to as signal apparatus 20) installed at the distance Xa from each intersection B, Controls the optical beacon transceiver 24 installed on the roadside of the upstream point A (installation point A, optical beacon reception point A, reception point A, or simply point A) separated by Xb, Xc, and Xd [m]. An optical beacon transmission / reception controller 26 and an information relay determination device 28 connected between the signal controller 22 and the optical beacon transmission / reception controller 26 are configured. The information relay determination device 28 may be connected to a traffic control center or the like (not shown).

  In this embodiment, each traffic light 20 includes a blue light 21b (including a green light) through which the vehicle 12 can pass through the intersection B, and stop positions (stop lines) Ca to Cd at the intersections Ba to bd. When the vehicle 12 stops (typically referred to as a stop position C) or cannot be stopped safely at the stop position C, a yellow light 21y (including an amber light, an orange light, etc.) that prompts passage is used. And a red lamp 21r that prohibits the vehicle from proceeding downstream (traveling direction) from the stop position C of the intersection B.

  The traffic light 20 in which the blue light 21b is lit is referred to as a blue signal, the traffic light 20 in which the yellow light 21y is lit is referred to as a yellow signal, and the traffic light 20 in which the red light 21r is lit is referred to as a red signal.

  The signal controller 22 manages and controls the transition of the lamp color of each 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. 20 is driven.

  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 support apparatus 10 includes a driving support ECU 50 (Electronic Control Unit), and the driving support ECU 50 is provided with an optical beacon transceiver 52, a navigation device 54, and a vehicle speed (vehicle speed) sensor. 56 etc. are connected, and driving assistance ECU50 processes the signal from these connection apparatuses, and outputs a process result to the display parts 60, such as a color display, and the sound output parts 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 time measuring unit, 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 an arithmetic 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, a specified range confirmation 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 a driving support ECU 50 that functions as a driving support unit.

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

  In addition, the determination of step S1 is repeated negative determination (step S1: NO) until reception of the signal information 70 by road-to-vehicle communication 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 transitions {first lamp color (currently lit lamp color: also referred to as current lamp color), second lamp color (next To the next lamp color :), the third lamp color (the next lamp color to be turned on: also called the next lamp color)}, and each lamp color (color), Each remaining number of seconds of the first, second and third lamp colors is included.

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

  Further, the driving support ECU 50 acquires the legal maximum speed (hereinafter referred to as a speed limit) Vlimit of the road 14 as the signal information 70. The speed limit Vlimit can also be obtained from the navigation device 54 or the like.

  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), the remaining distance calculation unit 61 calculates the elapsed time from the reception time of the signal information 70 and the reception point A in step S2. The remaining distance X for each lamp color and each remaining distance X to each stop position C (remaining distance: X = Xa−travel distance, Xb−travel distance, Xc−travel distance, Xd−travel distance) ).

  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.

  In step S2, a reference position in a range of a specified distance Xref described later is set or updated at the same time.

  Next, in step S <b> 3, the driving support ECU 50 determines the number of traffic signals 20 to be subjected to driving support (passing support, stop support) for the vehicle 12 that intends to support the passing of the traffic light 20. More specifically, in step S3, the specified range confirmation unit (also referred to as a specified range setting unit, a specified range determination unit, or a specified range determination unit) 68, as shown in FIG. In the straight traveling direction Gsd indicated by the arrow 12, the i (i = 1, 2, 3...) -Th traffic light 20 has the stop position C of the latest traffic light 20 (initially the stop position Ca of the traffic light 20 a) as a reference position. Then, it is determined whether or not it is within a specified distance Xref from this reference position (whether or not it is installed).

  In the example of FIG. 5, the traffic lights 20a to 20c located within the range of the specified distance Xref from the stop position Ca (reference position) of the nearest intersection Ba are determined as the driving assistance target traffic lights 20. In this case, when the vehicle 12 passes the intersection Ba where the traffic light 20a is installed or after this time, the driving assistance ECU 50 stops the stop position Cb (intersection) of the traffic light 20b that has become the latest traffic light 20 in the straight traveling direction Gsd. The reference position is changed to Bb), and the traffic light 20 within the specified distance Xref from the reference position is updated to the traffic light 20 that is a driving assistance target (step S2).

  The method for determining the number of traffic signals (support target traffic signals) 20 to be a driving support target is that the stop position C of the traffic signal 20 closest to the vehicle 12 is the reference position and the number of the traffic signals 20 within the specified distance Xref from the stop position C. In addition to the concept (referred to as the first concept), the current position (vehicle position) of the vehicle 12 is used as the reference position and the number of traffic lights 20 within the specified distance Xref from the current position (referred to as the second concept). ), An idea of determining the number of traffic signals 20 that can pass within the specified time Tref from the scheduled passage time using the scheduled passage time of the stop position C of the traffic light 20 nearest to the vehicle 12 as a reference time (referred to as a third concept), the vehicle 12. The concept of determining the number of traffic lights 20 that can pass within the specified time Tref from the current time with the current time of the current position (vehicle position) as a reference time (referred to as the fourth concept) It may be determined by any of the thinking of).

  Here, various examples of how to determine the specific specified distance Xref will be described.

  (1-1) The specified distance Xref may be set to a distance (stop distance Xstop) necessary to decelerate and stop by the accelerator off operation from the current speed v or the limit speed Vlimit.

  FIG. 6 shows a travel simulation model (travel model) 82 (deceleration characteristic) for calculating a stop distance Xstop due to deceleration.

In this driving simulation model 82, the driver reaction time is α [sec], the deceleration by the accelerator off (idle state where the accelerator pedal is returned to the original position by the return spring) is a [m / sec ² ], and by the foot brake. The deceleration is b [m / sec ² ] (| a | <| b |), the current speed is v [m / sec], and the deceleration target speed for starting the foot brake operation is v ′ [m / sec].

Therefore, the stop distance Xstop at the current position (0) traveling at the current speed v is a reaction delay based on the driver reaction time α from the position {current position (0)} that the driver has determined to stop safely. The braking distance (v ′ ² −v ² ) / 2a based on the linear acceleration caused by the idle running distance vα, the deceleration a when the accelerator is off, and the linear acceleration caused by the deceleration b on the foot brake. It is calculated by the following equation (1) as the sum of the braking distance (−v ′ ² ) / 2b based.
Xstop = vα + {(v ′ ² −v ² ) / 2a} + {(− v ′ ² ) / 2b}
= Vα + [{(b−a) v ′ ² −bv ² } / 2ab] (1)

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

  In the travel simulation model 82, 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 model 82 is the stop distance Xstop required to stop by decelerating from the speed limit Vlimit by the accelerator off.

  Therefore, the specified distance Xref shown in FIG. 5 is determined as the stop distance Xstop shown in FIG.

  In this case, the prescribed distance Xref is set as a fixed distance (fixed value) required to stop the accelerator 12 from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12, and the memory (stored in the driving support ECU 50). It may be stored in the device.

(1-2) Further, the specified distance Xref, as shown in the travel simulation model (travel model) 83 (deceleration characteristics) in FIG. 7, is decelerated by the accelerator-off operation from the current speed v or the limit speed Vlimit, and passes through. May be set to the distance Xpass1 calculated by the following equation (2), which is necessary to adjust to the lower limit speed Vpass that is the target of the above. Note that the lower limit speed Vpass, which is a target of passing assistance, is a succeeding vehicle due to the speed v of the host vehicle 12 being too low in passing assistance under the color of a light that allows the traffic light 20 to travel through the intersection B. It is a speed to reduce the influence on.
Xpass1 = vα + {(Vpass ² −v ² ) / 2a} (2)

  Even in this case, the specified distance Xref is a fixed distance (which is necessary for adjusting from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12 to the lower limit speed Vpass that is the target of passage support by turning off the accelerator. It may be stored in a memory (storage device) in the driving support ECU 50 as a fixed value).

(1-3) Further, the specified distance Xref is accelerated from the current speed v with the acceleration a ′ and adjusted to the speed limit Vlimit, as shown in a travel simulation model (travel model) 84 (acceleration characteristics) in FIG. It may be set to the distance Xpass2 calculated by the following equation (3) necessary for the above.
Xpass2 = vα + {(Vlimit ² −v ² ) / 2a ′} (3)

  In this case as well, the specified distance Xref is a fixed distance required to adjust the speed by accelerating from the lower limit speed Vpass, which is the object of passage support, to the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12. You may memorize | store in the memory (memory | storage device) in driving assistance ECU50 as (fixed value).

  Next, examples of how to determine specific specific time Tref will be described.

  (2-1) The specified time Tref may be set to a time (stop time Tstop) necessary to decelerate and stop by the accelerator off operation from the current speed v or the limit speed Vlimit.

  FIG. 9 shows a travel simulation model (travel model) 82t (deceleration characteristics) for calculating the stop time Tstop due to deceleration.

In this running simulation model 82t, the driver reaction time is α [sec], the deceleration due to the accelerator off (idle state where the accelerator pedal is returned to the original position by the return spring) is a [m / sec ² ], and the deceleration by the foot brake. The speed is b [m / sec ² ] (| a | <| b |), the current speed is v [m / sec], and the deceleration target speed for starting the foot brake operation is v ′ [m / sec].

Therefore, the stop time Tstop at the current position (0) traveling at the current speed v is a response delay based on the driver reaction time α from the time {current time (0)} at which the driver determines to stop safely. Caused idling time (symbol is α), braking time {− (v−v ′) / a} based on the linear acceleration with constant acceleration a when the accelerator is off, and decrease with foot brake It is calculated by the following equation (4) as the sum of braking time (−v ′) / b based on the constant acceleration linear motion at the speed b.
Tstop = α + {− (v−v ′) / a} + (− v ′) / b (4)

  In the travel simulation model 82t, 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 model 82t is the stop time Tstop required to stop by decelerating from the speed limit Vlimit by the accelerator off.

  The specified time Tref is stored in a memory (storage device) in the driving support ECU 50 as a fixed time (fixed value) necessary for the accelerator 12 to be stopped after stopping from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12. You may remember it.

(2-2) Further, as shown in the travel simulation model (travel model) 83t (deceleration characteristics) in FIG. 10, the specified time Tref is decelerated by the accelerator-off operation from the current speed v or the limit speed Vlimit, and passes through. It may be set to the time Tpass1 calculated by the following equation (5), which is necessary to adjust to the lower limit speed Vpass that is the target of
Tpass1 = α + {(Vpass−v) / a} (5)

  Even in this case, the specified time Tref is a fixed time (ie, a fixed time required for adjusting from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12 to the lower limit speed Vpass that is the target of passage support by turning off the accelerator. It may be stored in a memory (storage device) in the driving support ECU 50 as a fixed value).

(2-3) Furthermore, the specified time Tref is a target for passing assistance by accelerating at the acceleration a ′ from the current speed v as shown in the travel simulation model (travel model) 84t (acceleration characteristics) in FIG. You may set to time Tpass2 calculated by following (6) Formula required for speed adjustment to the speed limit Vlimit of a road.
Tpass2 = α + {(Vlimit−v) / a ′} (6)

  Even in this case, the specified time Tref is a fixed time (fixed value) required for acceleration from the lower limit speed Vpass to the speed limit Vlimit = 60 [km / h] of the general road that is the target of passage support. ) May be stored in a memory (storage device) in the driving support ECU 50.

  Regarding the setting of the specified distance Xref described in (1-1) to (1-3) and the specified time Tref described in (2-1) to (2-3), between the intersections B adjacent in the straight direction Gsd Is less than the above-mentioned prescribed distance Xref, or when the estimated traveling time between adjacent intersections B is less than the prescribed time Tref, it is impossible to travel in the assumed traveling simulation models 82 to 84 and 82t to 84t. , You can not get the maximum effect of driving assistance. That is, when the intersection distance is shorter than the specified distance Xref or the specified time Tref, the maximum effect cannot be achieved unless driving support (passage support and stop support) is started from the traffic light 20 in front. I understand.

  Returning to the flowchart of FIG. 3, in this embodiment, the first concept (the stop position C of the traffic light 20 closest to the vehicle 12 is used as a reference position and the traffic light 20 within the specified distance Xref from the stop position C is the so-called best mode. The number of traffic signals 20 to be supported is determined according to the condition for determining the number of traffic lights 20.

  Therefore, in step S3, the i (initially i = 1) -th traffic light 20a (see FIGS. 1 and 5) is first determined as the traffic signal 20 to be supported (step S3: YES).

  Next, in step S4, the passing speed range calculation unit 63 calculates a passing speed range Vrange for the i (initially i = 1) -th traffic light 20 (20a) based on the current position and the current time of the vehicle 12. To do. In this case, the speed range (passing) that can pass the next intersection B (Ba) during the scheduled time (scheduled number of seconds) during which the blue lamp 21b of the next (most recent) traffic light 20 is lit, that is, with a green light. (Speed range, passable speed range) Vrange is calculated. A speed range in which the next intersection B (Ba) can be passed with a blue signal and within the limit speed Vlimit is referred to as a passing speed range (passable speed range) Vrangel.

For example, as shown in FIG. 12, 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 of the i-th traffic light 20 is defined as T1 (number of remaining seconds). The time until the next green signal ends (the time until the next yellow signal starts) 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 (7) 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 (8) 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 (7)
V2 = X / T2 (8)

  In FIG. 12, the speed limit Vlimit and the lower limit speed Vpass are indicated by broken lines. Time T3 indicates the time when the next yellow signal ends (the time when the next red signal starts).

  Next, in step S5, the passage permission determination unit 64 determines whether or not there is a passage speed range Vrange for the i (initially i = 1) -th traffic light 20, and thus the lower limit that can be passed with a blue signal. It is determined whether or not the condition that the speed V2 is equal to or lower than the speed limit Vlimit and the upper limit speed V1 that can be passed by the green signal is equal to or higher than the lower limit speed Vpass for passing assistance is determined.

  If the determination in step S5 is affirmative (step S5: YES), in step S6, a passing speed range Vrangel for the i (initially i = 1) -th traffic light 20 is calculated.

  In this step S6, in the case of FIG. 12, the passing speed range Vrange that can pass through the traffic light 20 at the intersection B within the limit speed Vlimit is equal to the passing speed range Vrange (Vrange = Vrange). .

  In step S6, as shown in the example of FIG. 13, when the speed limit Vlimit exists between the upper speed limit V1 and the lower speed limit V2, the lower speed limit V2 and the speed limit that can pass through the traffic light 20 at the intersection B with a blue signal. The speed range between Vlimit is calculated as the passing speed range Vrangel.

  After calculating the passing speed range Vrangel in step S6, in step S3 again, the specified range confirmation unit 68 determines that the i = 2nd traffic light 20b is the latest traffic light 20a in the straight traveling direction Gsd of the vehicle 12 traveling on the road 14. It is determined whether it is within the specified distance Xref from the stop position Ca.

  If the determination in step S3 is affirmative (step S3: YES), in step S4, a passing speed range Vrange for the i = 2nd traffic light 20b is calculated.

  Furthermore, in step S5, the pass / fail determination unit 64 determines whether or not the passing speed range Vrange for the i = 2nd traffic light 20b exists, so that the lower limit speed V2 that can be passed by the blue signal is the limit speed Vlimit. In the following, it is determined whether or not the condition that the upper limit speed V1 that can be passed by the green light is equal to or higher than the lower limit speed Vpass for passing assistance is satisfied.

  If the determination in step S5 is affirmative (step S5: YES), in step S6, a passing speed range Vrange for the i = 2nd traffic light 20b is calculated. Then, again in step S3, the specified range confirmation unit 68 determines that the i = 3rd traffic light 20c from the stop position Ca of the latest traffic light 20a is within the specified distance Xref in the straight traveling direction Gsd of the vehicle 12 traveling on the road 14. It is determined whether it is within the range.

  When the determination in step S3 is affirmative (step S3: YES), in step S4, a passing speed range Vrange for i = third traffic light 20c is calculated.

  Further, in step S5, the pass / fail determination unit 64 determines whether or not the pass speed range Vrange for the i = third traffic light 20c exists, so that the lower limit speed V2 that can be passed by the blue signal is the limit speed Vlimit. In the following, it is determined whether or not the condition that the upper limit speed V1 that can be passed by the green light is equal to or higher than the lower limit speed Vpass for passing assistance is satisfied.

  If the determination in step S5 is affirmative (step S5: YES), in step S6, a passing speed range Vrange for the i = third traffic light 20c is calculated. Then, again in step S3, the specified range confirmation unit 68 determines that the i = 4th traffic light 20d is within the specified distance Xref from the stop position Ca of the latest traffic light 20a in the straight traveling direction Gsd of the vehicle 12 traveling on the road 14. It is determined whether it is within the range.

  Referring to FIG. 5, it can be seen that the current position determination for the traffic light 20d in step S3 is negative (step S3: NO).

  At this time, in step S7, the passing speed range calculation unit 63 and the display control unit 69 merge the passing speed range Vrange calculated in step S5 with the traffic lights 20a to 20c that can pass through the blue signal (and take AND). For example, as shown in FIG. 14, a passing speed range VRb corresponding to a passing speed range Vrange that can pass through the intersections Ba, Bb, and Bc in a non-stop manner according to the color of the traffic light 20 (blue light 21b) is displayed.

  In FIG. 14, 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. Is completed and the speed V1min {the minimum value of the merged upper limit speed V1 (minimum speed, minimum speed)} for passing through the intersections Ba to Bc (stop positions Ca to Cc) at the timing when the green signal starts is set to the maximum passing speed (maximum Speed V2max {maximum value of merged lower limit speed V2 (maximum speed, maximum speed) for passing through intersections Ba to Bc (stop positions Ca to Cc) at the timing when the blue signal ends and the yellow signal starts. }, The passing speed range VRb having the minimum passing speed (minimum passing speed) is displayed in a blue color.

  In the display of the example in FIG. 14, the pointer 74 of the speedometer 76 indicating the current vehicle speed v indicates a speed exceeding the passing speed range VRb, so that the driver makes the pointer 74 fall within the blue passing speed range VRb. When the accelerator opening is reduced and the pointer 74 is made lower than the upper limit speed V1min, all of the intersections Ba to Bc where the traffic lights 20a to 20c are installed can pass under a so-called green signal. In this case, it is possible to notify that the possibility that the traffic lights 20a to 20c can be passed with a blue signal 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. 14, a so-called multi-information display 80 capable of displaying fuel consumption and the like on the display unit at the center of the display unit 60 has a speed limit Vlimit (actually, for example, 60 [km / h]). The display 80a is displayed. After the display process of the passing speed range in step S7, the process returns to step S2.

  On the other hand, if the determination in step S5 is negative (step S5: NO), that is, if the lower limit speed V2 at which the passage possibility determination unit 64 can pass with a green signal exceeds the limit speed Vlimit (V2> Vlimit). When the upper limit speed V1 that can be passed by the blue signal is lower than the lower limit speed Vpass for passing assistance (V1 <Vpass), the passability determination unit 64 determines that the traffic light 20 at the intersection B It is determined that it is impossible (passage impossible) to pass under the green light.

  In this case, the stop distance calculating unit 65 stops the stop distance Xstop necessary for the stop by the deceleration that can be safely stopped at the stop position C of the intersection B described with reference to the travel simulation model 82 of FIG. Is calculated.

  Next, in step S9, 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 relevant intersection B is shorter than the stop distance Xstop calculated in step S8 (X ≦ Xstop), and at the same time, the pass / fail judgment unit (functioning as the second pass / fail judgment unit) 64 has a positive determination in step S5 (step S5: YES), and a green signal It is determined whether or not it is possible to pass non-stop even if all the traffic lights 20 determined to be able to pass are decelerated by performing an accelerator-off operation at the present time (the remaining number of seconds of green light ΔT).

  For example, the operation and effect of the pass / fail judgment unit 64 in step S9 will be described in more detail with reference to FIG. 15 in which a diagram according to this embodiment is added to the comparative example of FIG. .

  In FIG. 15, when traveling at the current speed v in the determination of the current position at position 0 / time 0, the first traffic light 20a can pass with a blue light, but the second traffic light 20b has a speed limit Vlimit. Since it cannot pass unless it exceeds the speed, it cannot pass. As described with reference to FIG. 19, if the accelerator-off operation is recommended at the position P in consideration of the second traffic light 20b, the first traffic light 20a cannot be passed through with a blue light. In this case, if the accelerator-off operation is recommended at a position closer to the intersection Ba than the position (the critical position) R where the distance from the position (stop position Ca) of the first intersection Ba is the distance D, It can be seen that the first intersection Ba can be passed with a green light.

  That is, the position (D ≦ D1 + D2) where the distance D to the intersection Ba is smaller than the sum of the free running distance D1 when the accelerator off is recommended and the distance D2 traveled until the intersection Ba is reached while the accelerator is off. The critical position R is reached.

Specifically, the distance D is expressed as follows, assuming that the driver reaction time when the accelerator off is recommended is α, the time (number of remaining seconds) until the timing when the green signal switches to the yellow signal is α + ΔT, and the deceleration when the accelerator is off is a. (9) Equation (9) may be satisfied.
D ≦ vα + vΔT + (aΔT 2/2)
≦ v (α + ΔT) + (aΔT 2/2) ... (9)

The distance XR from the current position (position 0 / time 0) to the critical position R is calculated by the following formula (10), where Xtotal is the distance from the intersection Ba to the current position (position 0 / time 0). The time TR from the current position (position 0 · time 0) to the critical position R can be calculated by the following (11).
XR = (Xtotal−D) (10)
TR = (Xtotal−D) / v (11)

  If the determination in step S9 is negative, the processes in and after step S2 are repeated (step S2 → step S3: YES → step S4 → step S5: NO → step S8 → step S9).

  If the determination in step S9 is affirmative, in step S10, 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. 16, a display 80b of “Accelerator-off recommendation (Accelerator-off recommendation)” 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”. Thereafter, the process returns to step S2.

  The display on the multi-information display (display unit) 80 of the display unit 60 by the display control unit 69 is preferably changed and displayed at a predetermined position while traveling on the road 14 as shown in FIG.

  The display contents will be described in more detail with reference to the enlarged view of FIG. 18. From the position 0 to the critical position R, the display 80Z is displayed. A display 80R is displayed between the critical position R and the position Q (intersection Ba). Until the vehicle stops at the intersection Bb from the position Q, the display 80Q is displayed.

  In the displays 80Z and 80R, on the trapezoidal display 102 simulating the road 14 in the straight traveling direction Gsd, the first is lower than the trapezoidal height of the trapezoidal display 102 so that a sense of perspective can be felt. A trapezoidal display 104 simulating the intersection road of the intersection Ba is drawn on the front side (lower side in the figure) and a trapezoidal display 106 simulating the intersection road of the second intersection Bb is drawn on the back side (in the figure). Draw over the top).

  The height and width of the trapezoid in the trapezoidal display 104 that simulates the cross road on the near side (the length of the bottom and upper base) simulates the cross road on the far side so that a sense of perspective can be felt. The height and width (the length of the lower base and the upper base) of the trapezoid of the trapezoidal display 106 on the back side are made larger.

  In addition, in the displays 80Z and 80R, a traffic light display (first traffic light display) 108 simulating the traffic light 20a at the intersection Ba is displayed on the back side (upper side in the figure) of the trapezoidal display 104 simulating the intersection road on the near side. Then, a traffic signal display (second traffic signal display) 110 simulating the traffic light 20b at the intersection Bb is displayed on the back side (upper side in the figure) of the trapezoidal display 106 simulating the back intersection road.

  Further, in the displays 80Z and 80R, an arrow display 112 such as a bandit pattern starting from the vicinity of the lower bottom side of the trapezoidal display 102 simulating the road 14 and ending in the vicinity of the traffic signal display 108 simulating the traffic light 20a on the near side. This arrow display 112 is intended to inform the driver that the host vehicle 12 can pass the front traffic signal 20a corresponding to the traffic signal display 108 with a green light. In this case, by not drawing an arrow display on the front side (lower side in the figure) of the traffic signal display 110 simulating the traffic signal 20b on the back side, the host vehicle 12 cannot pass the traffic signal 20b on the back side with a blue signal. It is intended to inform the driver of this.

  By the displays 80Z and 80R, the driver is imitated at the current position of the vehicle 12 (approximately the position near the center of the start point side of the arrow display 112 or the position near the center of the lower base of the trapezoidal display 102 simulating the road 14). ), An intersection Bb that cannot pass (notified by the traffic light display 110 without the arrow display 112 on the front side), and a traffic signal display 108 that has the passable intersection Ba (the arrow display 112 drawn on the near side). .)) Can be clearly identified. The driver can know which intersection B (intersection Bb in this example) is recommended for the accelerator-off operation with the display 80R.

  When the host vehicle 12 reaches the critical position R, the display control unit 69 switches the display of the multi-information display (display unit) 80 from the display 80Z to the display 80R, and further trapezoidal display 102 that simulates the road 14 "Accelerator off recommended" is displayed on the lower side of the figure from the bottom of the bottom, and the accelerator off operation is recommended to the driver at the critical position R.

  Further, after passing through the intersection Ba (position Q), the display control unit 69 switches the display on the multi-information display (display unit) 80 from the display 80R to the display 80Q.

  In this display 80Q, the trapezoidal display 104 simulating the intersection road of the first intersection Ba through which the vehicle 12 has passed and the traffic signal display 108 simulating the traffic light 20a are hidden (erased), and the arrow display 112 is also displayed. It is hidden (erased), and a trapezoidal display 106 simulating the back intersection road and a traffic light display 110 simulating the back traffic light 20b remain. This display 80Q informs the driver that the traffic light 20b on the far side where the host vehicle 12 has become the nearest traffic light cannot be passed with a blue light (cannot be stopped with a red light).

  The display 80Q is erased when the vehicle stops at the stop position Cb of the intersection Bb. At this time, the display on the multi-information display 80 is, for example, a signal waiting time from a red signal to a blue signal.

  Each display 80Z, 80R, and 80Q may be displayed in black and white reversed display. It is also possible to make a color display in which the lamp colors of the traffic lights 20a and 20b are reflected in real time on the traffic signal displays 108 and 110 based on the signal information 70.

[Summary of Embodiment]
As described above, the vehicle driving support apparatus 10 according to this embodiment mounted on the vehicle 12 includes the traffic lights 20a to 20d installed at the plurality of intersections Ba to Bd positioned in the straight traveling direction of the vehicle 12, respectively. An optical beacon transmitter / receiver 52 as a receiving unit that receives signal information 70 including the transition of the lamp color and the lighting time of each lamp color from the optical beacon transmitter / receiver 24 outside the vehicle, and a plurality of intersections from the position of the host vehicle 12 Based on the signal information 70 and each remaining distance X, a plurality of the intersections Ba to Bd are changed to the light color of the traffic light 20 based on the remaining distance calculation unit 61 that calculates each remaining distance X indicating the distance from Ba to Bd. And a passability determination unit (first passability determination unit) 64 that identifies a non-passable intersection Bb indicating an intersection that cannot pass non-stop (for example, Bb in FIG. 15), and a passability determination unit 4, when a non-passable intersection Bb is specified, a stop distance calculation unit 65 that calculates a stop distance Xstop (see FIG. 6) 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 to the non-passable intersection Bb ≦ stop distance (X ≦ Xstop) is satisfied (position P), the current time (in FIG. 15, When it is assumed that deceleration has started at position R), it is possible to pass non-stop at an intersection Ba on the near side located between the position of the host vehicle 12 and the non-passable intersection Bb according to the color of the traffic light 20a. An intersection B on the near side of the non-passable intersection Bb by the passage permission / non-permission determining unit (second passage permission / non-permission determining unit) 64 (step S9) and the passage permission / non-permission determining unit 64. There is judged to be passable nonstop according light color of the traffic signal 20a: comprising (step S9 YES) when the deceleration recommending unit 67 to recommend decelerating operation to the driver (step S10), and the.

  According to this embodiment, the signal information 70 of each of the traffic signals 20a to 20d respectively installed at the plurality of intersections Ba to Bd located in the straight traveling direction Gsd of the vehicle 12 is received at the point A and received at the traffic lights 20a to 20d. When a non-passable intersection Bb indicating an intersection that cannot pass in a non-stop manner is identified according to the lamp color (for example, position 0 in FIG. 15), a deceleration operation (FIG. 6) for assisting stoppage at the non-passable intersection Bb is recommended. When the normal timing (position P in FIG. 15) is reached, even if the deceleration operation is performed at the present time, the intersection Ba on the near side located between the position of the host vehicle 12 and the non-passable intersection Bb is When it is determined that the vehicle can pass non-stop according to the light color of the traffic light 20a, the driver is delayed at the timing (position R in FIG. 15) compared to the normal timing. Since the deceleration operation is recommended, as in the comparative example described with reference to FIG. 19, an intersection (a non-passable crossing) where a traffic light (passage impossible signal 20 b) that cannot be stopped according to the light color is unavoidable is installed. As a result of prompting Bb to perform an early deceleration operation, it is possible to prevent inconvenience that the host vehicle 12 is stopped by a traffic light that should have originally passed (in this case, the traffic light 20a).

  As a result, the influence on the following vehicle is reduced and the deterioration of the traffic flow can be prevented.

  In this case, the deceleration operation includes an accelerator off operation, so that an engine brake and / or a regenerative brake (a brake due to a motor regenerative operation) due to the accelerator off operation is used to prevent the fuel consumption of the vehicle 12 from deteriorating. can do.

  Furthermore, the driver recommends a decelerating operation toward which intersection B by including a display unit 60 that displays the positional relationship between the position of the vehicle 12, the non-passable intersection Bb, and the crossable intersection Ba. You can know if you are.

  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 judgment unit
65: Stop distance calculation unit 66 ... Distance comparison unit
67 ... Deceleration recommended part 68 ... Specified range confirmation part
70 ... Signal information 80 ... Multi-information display A ... Upstream point (light beacon receiving 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 each traffic light installed at each of a plurality of intersections located in a straight direction of the vehicle, and the lighting time of each of the light colors;
A remaining distance calculating unit that calculates each remaining distance indicating a distance from the position of the host vehicle to each of the plurality of intersections;
Based on the signal information and each remaining distance, a first passage propriety determination unit that identifies a non-passable intersection indicating an intersection that cannot pass non-stop 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 the first pass / fail determining unit determines that the vehicle cannot pass;
A distance comparison unit that compares the remaining distance and the stop distance;
When it is determined by the distance comparison unit that the remaining distance to the non-passable intersection ≦ the stop distance, when the vehicle starts decelerating at the present time, the position between the own vehicle and the non-passable intersection A second passability determination unit that determines whether or not the intersection on the near side that is located can pass nonstop according to the color of the traffic light at the intersection;
When it is determined by the second passage propriety determination unit that the intersection on the near side can pass non-stop according to the color of the traffic light at the intersection, a deceleration recommendation unit that recommends a deceleration operation to the driver;
A vehicle driving support apparatus comprising: The vehicle driving support device according to claim 1,
The vehicle driving support device according to claim 1, wherein the deceleration at the time of calculating a stop distance indicating a distance required for the stop by the deceleration includes a deceleration by an accelerator off. In the vehicle driving assistance device according to claim 1 or 2,
A vehicle driving support apparatus, further comprising a display unit that displays a positional relationship between the non-passable intersection and the crossable intersection based on the position of the vehicle. The vehicle driving support device according to claim 3,
Based on the position of the vehicle, the display indicating the positional relationship between the non-passable intersection and the crossable intersection is a trapezoid of the trapezoidal display on a trapezoidal display simulating the straight road. A first trapezoidal display simulating the intersection road with the passable intersection that is lower than the height of the vehicle is superimposed on the lower side of the trapezoidal display, and the first trapezoidal display simulating the intersection road of the non-passable intersection is displayed. Two trapezoidal displays are superimposed on the upper side of the trapezoidal display, and further, a first traffic signal display simulating the traffic signal at the passable intersection on the upper side of the first trapezoidal display, and the second trapezoidal display A second traffic light simulating the traffic signal of the non-passable intersection is displayed on the upper side of the road, and the lower base side vicinity of the trapezoidal display simulating the road is a starting point, and the vicinity of the first traffic light display is an end point. With arrow display Vehicular driving support apparatus characterized by a.

Images