JP2016103199A - Wireless equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for adjusting timing of support in accordance with a response from a driver to the support.SOLUTION: A terminal 14 may be installed in a vehicle. An extraction section 72 receives a packet signal from other wireless equipment. An acquisition section 64 acquires information on the vehicle in which the terminal 14 is installed. A first processing section 80 determines the support to be provided to the driver driving the vehicle on the basis of the information acquired by the acquisition section 64, information included in the packet signal received by the extraction section 72 and a determination threshold. A display section 70 displays the support determined by the first processing section 80. A reception section 82 receives information on a result of driving by the driver in accordance with the support displayed by the display section 70. A second processing section 84 adjusts the determination threshold to be used by the first processing section 80 on the basis of the information received by the reception section 82 and a reference value for the support determined by the first processing section 80.SELECTED DRAWING: Figure 4

Description

  The present invention relates to communication technology, and more particularly to a radio apparatus that receives a signal including predetermined information.

  The wireless communication device receives information transmitted from other traveling vehicles. The wireless communication device determines whether driving assistance is necessary based on the received information, and provides driving assistance to the driver (see, for example, Patent Document 1).

JP 2010-247656 A

  Even when driving assistance is provided, the driver may not be able to perform the operation expected by the system, depending on the driver's skill level, reaction speed, and proficiency with the system. This reduces the effect of driving assistance.

  This invention is made | formed in view of such a condition, The objective is to provide the technique which adjusts the timing of assistance according to the driver | operator's response with respect to assistance.

  In order to solve the above problems, a wireless device according to an aspect of the present invention is a wireless device that can be mounted on a vehicle, and includes a receiving unit that receives a packet signal from another wireless device, and the wireless device. A driver that drives the vehicle based on the acquisition unit that acquires vehicle information, the information acquired by the acquisition unit, the information included in the packet signal received by the reception unit, and the determination threshold value A first processing unit that determines the support to be provided, a display unit that displays the support determined in the first processing unit, and a reception unit that receives information on a result of driving by the driver according to the support displayed in the display unit; A second processing unit that adjusts a determination threshold value used in the first processing unit based on the information received in the receiving unit and the reference value for the support determined in the first processing unit.

  It should be noted that any combination of the above-described constituent elements and a conversion of the expression of the present invention between a method, an apparatus, a system, a recording medium, a computer program, etc. are also effective as an aspect of the present invention.

  ADVANTAGE OF THE INVENTION According to this invention, the timing of assistance can be adjusted according to the driver | operator's response with respect to assistance.

It is a figure which shows the structure of the communication system which concerns on the Example of this invention. It is a figure which shows the structure of the base station apparatus of FIG. FIGS. 3A to 3D are diagrams showing frame formats defined in the communication system of FIG. It is a figure which shows the structure of the terminal device of FIG. It is a figure which shows the outline | summary of the (1) collision prevention at the time of right turn / right turn pedestrian crossing oversight prevention support in the 1st process part of FIG. It is a figure which shows the outline | summary of the (2) collision prevention assistance at the time of a right turn in the 1st process part of FIG. It is a figure which shows the outline | summary of the (3) collision prevention at the time of left turn / left turn destination pedestrian crossing prevention support in the 1st process part of FIG. It is a figure which shows the outline | summary of (4) collision prevention assistance at the time of a left turn in the 1st process part of FIG. It is a figure which shows the outline | summary of (5) encounter collision prevention support in the 1st process part of FIG. It is a figure which shows the outline | summary of (6) rear-end collision prevention assistance in the 1st process part of FIG. 4, and (10) emergency brake notification assistance. It is a figure which shows the outline | summary of (7) signal oversight prevention assistance in the 1st process part of FIG. 4, and (11) signal passage / red signal deceleration assistance. It is a figure which shows the outline | summary of (8) emergency vehicle approach information provision support in the 1st process part of FIG. It is a figure which shows the outline | summary of (9) surrounding event information provision support in the 1st process part of FIG. It is a figure which shows the outline | summary of (12) idling stop assistance and (13) start delay prevention assistance in the 1st process part of FIG. It is a figure which shows the outline | summary of the acceleration suppression assistance at the time of (14) start in the 1st process part of FIG. It is a figure which shows another structure of the process part in the terminal device of FIG. It is a flowchart which shows the adjustment procedure of the determination threshold value by the terminal device of FIG.

  Prior to specific description of the embodiments of the present invention, the underlying knowledge will be described. Embodiments of the present invention relate to a communication system that performs vehicle-to-vehicle communication between terminal devices mounted on a vehicle, and also executes road-to-vehicle communication from a base station device installed at an intersection or the like to a terminal device. Such a communication system is also called ITS (Intelligent Transport Systems). The communication system uses an access control function called CSMA / CA (Carrier Sense Multiple Access Collision Aviation), as well as a wireless LAN (Local Area Network) compliant with a standard such as IEEE 802.11. Therefore, the same radio channel is shared by a plurality of terminal devices. On the other hand, in ITS, it is necessary to transmit information to an unspecified number of terminal devices. In order to efficiently perform such transmission, the communication system broadcasts a packet signal.

  That is, as inter-vehicle communication, the terminal device broadcasts a packet signal that stores information such as the position, speed, and traveling direction of the vehicle. In addition, the other terminal device receives the packet signal and recognizes the approach of the vehicle based on the above-described information. Here, in order to reduce interference between road-vehicle communication and vehicle-to-vehicle communication, the base station apparatus repeatedly defines a frame including a plurality of subframes. The base station apparatus selects any of a plurality of subframes for road-to-vehicle communication, and broadcasts a packet signal in which control information and the like are stored during the period of the head portion of the selected subframe.

  The control information includes information related to a period for the base station apparatus to broadcast the packet signal (hereinafter referred to as “road vehicle transmission period”). The terminal device specifies a road and vehicle transmission period based on the control information, and broadcasts a packet signal by the CSMA method in a period other than the road and vehicle transmission period (hereinafter referred to as “vehicle transmission period”). As a result, road-to-vehicle communication and vehicle-to-vehicle communication are time-division multiplexed. Note that a terminal device that cannot receive control information from the base station device, that is, a terminal device that exists outside the area formed by the base station device transmits a packet signal by the CSMA method regardless of the frame configuration.

  Under such circumstances, the terminal device according to the present embodiment derives the support that satisfies the support generation condition based on the information included in the packet signal received from another terminal device or the base station device. Note that the terminal device and the base station device are collectively referred to as “wireless devices”, and the base station device is sometimes called a roadside device. The terminal device and the vehicle on which the terminal device is mounted are collectively referred to as “own vehicle”, and the other terminal device and the vehicle on which the other terminal device is mounted are collectively referred to as “other vehicle”. An example of the information included in the packet signal is information such as the state of the vehicle from another terminal device, such as information such as the state of the vehicle from the base station device, road shape, and signal information. Furthermore, the support is to assist the driver in driving, for example, to notify the presence of another vehicle that is facing the vehicle when the host vehicle turns right.

  There are a plurality of types of such support, and support generation conditions are specified for each support. However, depending on the driver's skill level, reaction speed, and proficiency with the system, the driver may not perform the operation expected by the system for assistance. At that time, support does not work effectively. In order to cope with this, the terminal device according to the present embodiment analyzes the behavior of the driver with respect to the provided assistance, and if there is a significant difference with respect to the reference operation, the next and subsequent times for determining the assistance In this determination, the determination threshold value is changed. By changing the determination threshold, the range to which the support is applied is changed, which corresponds to a change in the support provision timing.

  FIG. 1 shows a configuration of a communication system 100 according to an embodiment of the present invention. This corresponds to a case where one intersection is viewed from above. The communication system 100 includes a base station device 10, a first vehicle 12a, a second vehicle 12b, a third vehicle 12c, a fourth vehicle 12d, a fifth vehicle 12e, a sixth vehicle 12f, and a seventh vehicle 12g, collectively referred to as a vehicle 12. , The eighth vehicle 12h, and the network 202. Here, only the first vehicle 12 a is shown, but each vehicle 12 is equipped with a terminal device 14. An area 212 is formed around the base station apparatus 10, and an outside area 214 is formed outside the area 212.

  As shown in the drawing, the road that goes in the horizontal direction of the drawing, that is, the left and right direction, intersects the vertical direction of the drawing, that is, the road that goes in the up and down direction, at the central portion. Here, the upper side of the drawing corresponds to the direction “north”, the left side corresponds to the direction “west”, the lower side corresponds to the direction “south”, and the right side corresponds to the direction “east”. An intersection of two roads is an “intersection”. The first vehicle 12a and the second vehicle 12b are traveling from left to right, and the third vehicle 12c and the fourth vehicle 12d are traveling from right to left. Further, the fifth vehicle 12e and the sixth vehicle 12f are traveling from the top to the bottom, and the seventh vehicle 12g and the eighth vehicle 12h are traveling from the bottom to the top.

  In the communication system 100, the base station apparatus 10 is fixedly installed at an intersection. The base station device 10 controls communication between terminal devices. The base station apparatus 10 receives a frame including a plurality of subframes based on a signal received from a GPS (Global Positioning System) satellite (not shown) or a frame formed by another base station apparatus 10 (not shown). Generate repeatedly. Here, the road vehicle transmission period can be set at the head of each subframe.

  The base station apparatus 10 selects a subframe in which the road and vehicle transmission period is not set by another base station apparatus 10 from among a plurality of subframes in the frame. The base station apparatus 10 sets a road and vehicle transmission period at the beginning of the selected subframe. The base station apparatus 10 notifies the packet signal in the set road and vehicle transmission period. In the road and vehicle transmission period, a plurality of packet signals may be notified. The packet signal includes, for example, accident information, traffic jam information, signal information, and the like. Note that the packet signal also includes information related to the timing when the road and vehicle transmission period is set and control information related to the frame.

  As described above, the terminal device 14 is mounted on the vehicle 12 and is movable. When receiving the packet signal from the base station apparatus 10, the terminal apparatus 14 estimates that the terminal apparatus 14 exists in the area 212. When the terminal device 14 exists in the area 212, the terminal device 14 generates a frame based on the control information included in the packet signal, in particular, the information on the timing when the road and vehicle transmission period is set and the information on the frame. As a result, the frame generated in each of the plurality of terminal devices 14 is synchronized with the frame generated in the base station device 10. The terminal device 14 notifies the packet signal in the vehicle transmission period that is a period different from the road and vehicle transmission period. Here, CSMA / CA is executed in the vehicle transmission period. On the other hand, when it is estimated that the terminal apparatus 14 exists outside the area 214, the terminal apparatus 14 notifies the packet signal by executing CSMA / CA regardless of the frame configuration. The terminal device 14 recognizes the approach of the other vehicle 12 on which the other terminal device 14 is mounted based on the packet signal from the other terminal device 14.

  FIG. 2 shows the configuration of the base station apparatus 10. The base station apparatus 10 includes an antenna 20, an RF unit 22, a modem unit 24, a processing unit 26, a control unit 28, and a network communication unit 30. Further, the processing unit 26 includes a frame defining unit 32, a selecting unit 34, and a generating unit 36.

  The RF unit 22 receives a packet signal from a terminal device 14 (not shown) or another base station device 10 by the antenna 20 as a reception process. The RF unit 22 performs frequency conversion on the received radio frequency packet signal to generate a baseband packet signal. Further, the RF unit 22 outputs a baseband packet signal to the modem unit 24. In general, since a baseband packet signal is formed by an in-phase component and a quadrature component, two signal lines should be shown, but here only one signal line is shown for the sake of clarity. Shall be shown. The RF unit 22 includes an LNA (Low Noise Amplifier), a mixer, an AGC, and an A / D conversion unit.

  As a transmission process, the RF unit 22 performs frequency conversion on the baseband packet signal input from the modem unit 24 to generate a radio frequency packet signal. Further, the RF unit 22 transmits a radio frequency packet signal from the antenna 20 during the road-vehicle transmission period. The RF unit 22 also includes a PA (Power Amplifier), a mixer, and a D / A conversion unit.

  The modem unit 24 demodulates the baseband packet signal from the RF unit 22 as a reception process. Further, the modem unit 24 outputs the demodulated result to the processing unit 26. The modem unit 24 also modulates the data from the processing unit 26 as a transmission process. Further, the modem unit 24 outputs the modulated result to the RF unit 22 as a baseband packet signal. Here, since the communication system 100 corresponds to an OFDM (Orthogonal Frequency Division Multiplexing) modulation scheme, the modem unit 24 also performs FFT (Fast Fourier Transform) as reception processing and IFFT (Inverse Fast Trans) as transmission processing. Also execute.

  The frame defining unit 32 receives a signal from a GPS satellite (not shown), and acquires time information based on the received signal. In addition, since a well-known technique should just be used for acquisition of the information of time, description is abbreviate | omitted here. The frame defining unit 32 generates a plurality of frames based on the time information. For example, the frame defining unit 32 generates ten “100 msec” frames by dividing the “1 sec” period into ten on the basis of the timing indicated by the time information. By repeating such processing, the frame is defined to be repeated. The frame defining unit 32 may detect control information from the demodulation result and generate a frame based on the detected control information. Such processing corresponds to generating a frame synchronized with the timing of the frame formed by another base station apparatus 10.

  3A to 3D show frame formats defined in the communication system 100. FIG. FIG. 3A shows the structure of the frame. The frame is formed of N subframes indicated as the first subframe to the Nth subframe. This can be said that the terminal device 14 forms a frame by multiplexing a plurality of subframes that can be used for notification for a plurality of hours. For example, when the frame length is 100 msec and N is 8, a subframe having a length of 12.5 msec is defined. N may be other than 8. The description of FIGS. 3B to 3D will be described later and returns to FIG.

  The selection part 34 selects the sub-frame which should set a road and vehicle transmission period among several sub-frames contained in the flame | frame. More specifically, the selection unit 34 receives a frame defined by the frame defining unit 32. The selection unit 34 receives an instruction regarding the selected subframe via an interface (not shown). The selection unit 34 selects a subframe corresponding to the instruction. Apart from this, the selection unit 34 may automatically select a subframe. At this time, the selection unit 34 inputs a demodulation result from another base station device 10 or the terminal device 14 (not shown) via the RF unit 22 and the modem unit 24. The selection part 34 extracts the demodulation result from the other base station apparatus 10 among the input demodulation results. The selection unit 34 specifies the subframe that has not received the demodulation result by specifying the subframe that has received the demodulation result.

  This corresponds to specifying a subframe in which the road and vehicle transmission period is not set by another base station apparatus 10, that is, an unused subframe. When there are a plurality of unused subframes, the selection unit 34 selects one subframe at random. When there is no unused subframe, that is, when each of a plurality of subframes is used, the selection unit 34 acquires reception power corresponding to the demodulation result, and gives priority to subframes with low reception power. Select

  FIG. 3B shows a configuration of a frame generated by the first base station apparatus 10a (not shown). The first base station apparatus 10a sets a road and vehicle transmission period at the beginning of the first subframe. Moreover, the 1st base station apparatus 10a sets a vehicle transmission period following the road and vehicle transmission period in a 1st sub-frame. The vehicle transmission period is a period during which the terminal device 14 can notify the packet signal. That is, the first base station apparatus 10a can notify the packet signal in the road and vehicle transmission period which is the first period of the first subframe, and the terminal apparatus in the vehicle and vehicle transmission period other than the road and vehicle transmission period in the frame. It is specified that 14 can broadcast the packet signal. Furthermore, the first base station apparatus 10a sets only the vehicle transmission period from the second subframe to the Nth subframe.

  FIG. 3C shows a configuration of a frame generated by the second base station apparatus 10b (not shown). The second base station apparatus 10b sets a road and vehicle transmission period at the beginning of the second subframe. Also, the second base station apparatus 10b sets the vehicle transmission period from the first stage of the road and vehicle transmission period in the second subframe, from the first subframe and the third subframe to the Nth subframe. FIG. 3D shows a configuration of a frame generated by a third base station apparatus 10c (not shown). The third base station apparatus 10c sets a road and vehicle transmission period at the beginning of the third subframe. In addition, the third base station apparatus 10c sets the vehicle transmission period from the first stage of the road and vehicle transmission period in the third subframe, the first subframe, the second subframe, and the fourth subframe to the Nth subframe. As described above, the plurality of base station apparatuses 10 select different subframes, and set the road and vehicle transmission period at the head portion of the selected subframe. Returning to FIG. The selection unit 34 outputs the selected subframe number to the generation unit 36.

  The generation unit 36 receives a subframe number from the selection unit 34. The generation unit 36 sets a road and vehicle transmission period in the subframe of the received subframe number, and generates a packet signal to be notified during the road and vehicle transmission period. When a plurality of packet signals are transmitted in one road and vehicle transmission period, the generation unit 36 generates them. The packet signal is composed of control information and a payload. The control information includes a subframe number in which a road and vehicle transmission period is set. The payload includes, for example, accident information, traffic jam information, signal information, and the like. These data are acquired from the network 202 (not shown) by the network communication unit 30. The processing unit 26 broadcasts the packet signal to the modem unit 24 and the RF unit 22 during the road and vehicle transmission period. The control unit 28 controls processing of the entire base station device 10.

  This configuration can be realized in terms of hardware by a CPU, memory, or other LSI of any computer, and in terms of software, it can be realized by a program loaded in the memory, but here it is realized by their cooperation. Draw functional blocks. Accordingly, those skilled in the art will understand that these functional blocks can be realized in various forms only by hardware, or by a combination of hardware and software.

  FIG. 4 shows the configuration of the terminal device 14. The terminal device 14 includes an antenna 50, an RF unit 52, a modem unit 54, a processing unit 56, a control unit 58, and a storage unit 86. The processing unit 56 includes a timing specifying unit 60, a transfer determination unit 62, an acquisition unit 64, a generation unit 66, a display unit 70, a first processing unit 80, a reception unit 82, and a second processing unit 84. The timing specifying unit 60 includes an extraction unit 72 and a carrier sense unit 74. The terminal device 14 can be mounted on the vehicle 12 as described above. The antenna 50, the RF unit 52, and the modem unit 54 execute the same processing as the antenna 20, the RF unit 22, and the modem unit 24 in FIG. Here, the difference will be mainly described.

  The modem unit 54 and the processing unit 56 receive a packet signal from another terminal device 14 or the base station device 10 (not shown) in the reception process at a frequency of 700 MHz band. As described above, the modem unit 54 and the processing unit 56 receive a packet signal from the base station apparatus 10 during the road-to-vehicle transmission period, and receive packet signals from other terminal apparatuses 14 during the vehicle-to-vehicle transmission period. To do. The packet signal from the other terminal device 14 includes at least the presence position, traveling direction, moving speed, etc. (hereinafter collectively referred to as “position information”) of the other vehicle 12 on which the other terminal device 14 is mounted. It is.

  When the demodulation result from the modem unit 54 is a packet signal from the base station apparatus 10 (not shown), the extraction unit 72 specifies the timing of the subframe in which the road and vehicle transmission period is arranged. In that case, the extraction part 72 estimates that it exists in the area 212 of FIG. The extraction unit 72 generates a frame based on the timing of the subframe and the content of the message header of the packet signal, specifically, the content of the road and vehicle transmission period length. Note that the generation of the frame only needs to be performed in the same manner as the frame defining unit 32 described above, and thus the description thereof is omitted here. As a result, the extraction unit 72 generates a frame synchronized with the frame formed in the base station device 10. When the notification source of the packet signal is another terminal device 14, the extraction unit 72 omits the synchronized frame generation process, but extracts the position information and the like included in the packet signal, and performs the first process. To the unit 80. Further, the extraction unit 72 outputs the control information included in the packet signal to the transfer determination unit 62.

  On the other hand, when the extraction unit 72 has not received a packet signal from the base station apparatus 10, the extraction unit 72 estimates that the extraction unit 72 exists outside the area 214 in FIG. When it is estimated that the extraction unit 72 exists in the area 212, the extraction unit 72 selects the vehicle transmission period. When it is estimated that the extraction unit 72 exists outside the area 214, the extraction unit 72 selects a timing unrelated to the frame configuration. When the vehicle transmission period is selected, the extraction unit 72 outputs information on the frame and subframe timing and the vehicle transmission period to the carrier sense unit 74. When selecting the timing unrelated to the frame configuration, the extraction unit 72 instructs the carrier sense unit 74 to execute carrier sense.

  The carrier sense unit 74 receives information about the timing of the frames and subframes and the vehicle transmission period from the extraction unit 72. The carrier sense unit 74 determines the transmission timing by starting CSMA / CA within the vehicle transmission period. On the other hand, when the carrier sense unit 74 is instructed by the extraction unit 72 to execute carrier sense not related to the frame configuration, the carrier sense unit 74 performs transmission timing by executing CSMA / CA without considering the frame configuration. To decide. The carrier sense unit 74 notifies the modem unit 54 and the RF unit 52 of the determined transmission timing, and broadcasts the packet signal.

  The transfer determination unit 62 controls transfer of control information. The transfer determination unit 62 extracts information to be transferred from the control information. The transfer determination unit 62 generates information to be transferred based on the extracted information. Here, the description of this process is omitted. The transfer determination unit 62 outputs information to be transferred, that is, a part of the control information, to the generation unit 66.

  The acquisition unit 64 includes a GPS receiver (not shown), a gyroscope, a vehicle speed sensor, and the like. Based on data supplied from these, the location of the vehicle 12 (not shown), that is, the position of the vehicle 12 on which the terminal device 14 is mounted, the progress The direction, moving speed, etc. (as described above, collectively referred to as “position information”) are acquired. The existence position is indicated by latitude and longitude. The traveling direction is indicated by an azimuth angle, with north as a reference azimuth (0 degree) and clockwise as a positive angle. Since a known technique may be used for these acquisitions, description thereof is omitted here. The acquisition unit 64 is connected to the direction indicator of the vehicle 12 and also acquires information on the direction indicated by the direction indicator (hereinafter referred to as “blinker information”). The acquisition unit 64 outputs position information and turn signal information to the generation unit 66 and the first processing unit 80.

  The generation unit 66 receives position information and turn signal information from the acquisition unit 64, and receives a part of the control information from the transfer determination unit 62. The generation unit 66 generates a packet signal including these, and broadcasts the generated packet signal via the modem unit 54, the RF unit 52, and the antenna 50 at the transmission timing determined by the carrier sense unit 74. To do. This corresponds to inter-vehicle communication.

  The first processing unit 80 is installed in the terminal device 14 from a plurality of types of support based on the information acquired by the acquisition unit 64, the information from the extraction unit 72, and the determination threshold value. Assistance to be provided to the driver driving the vehicle 12 is determined. Here, if the first processing unit 80 receives the determination threshold value calculated by the second processing unit 84, the first processing unit 80 uses the received determination threshold value. If not, the first processing unit 80 uses a predetermined threshold. Use the value (reference value). The first processing unit 80 outputs the determined support to the display unit 70.

  One other vehicle may correspond to two or more supports. Multiple types of support include, for example, (1) right-turn collision prevention / right turn pedestrian crossing prevention support, (2) right turn collision prevention support, (3) left turn collision prevention / left turn pedestrian crossing prevention support , (4) Left turn collision prevention support, (5) Encounter collision prevention support, (6) Rear collision prevention support, (7) Signal oversight prevention support, (8) Emergency vehicle approach information provision support, (9) Surrounding event information provision Assistance, (10) Emergency brake notification support, (11) Signal passage / red signal deceleration support, (12) Idling stop support, (13) Start delay prevention support, (14) Acceleration suppression support at start . Below, the outline | summary of assistance, the information used, and assistance generation conditions are demonstrated with respect to each assistance.

(1) Collision prevention during right turn / pedestrian crossing over right turn prevention support (road-to-vehicle communication)
In this support, when the host vehicle turns right, when the oncoming vehicle is approaching, the driver is notified of the presence of the approaching vehicle (oncoming vehicle), or when there is a pedestrian on the right turn destination pedestrian crossing Notify the driver of the presence of pedestrians. FIG. 5 shows an outline of (1) right-turn collision prevention / right-turn pedestrian crossing oversight prevention support in the first processing unit 80. A base station apparatus 10 is installed in the vicinity of the intersection. The own vehicle 300 moves from the left to the right in the figure, and the other vehicle 302 moves from the right to the left in the figure. A starting node 310, a branch node 312, a stop line node 314, an intersection center node 316, a right turn pedestrian crossing node 318, and a right turn end node 320 are defined for the traveling direction of the host vehicle 300. A sensor detection area 322 and a pedestrian detection area 324 are set on the road.

  Here, the first processing unit 80 uses, as information from the own vehicle 300, (i) the position / velocity / acceleration / azimuth angle of the own vehicle 300 from (GPS) or an in-vehicle network, for example, a controller area network (CAN), (ii) ) The turn signal information of the own vehicle 300 is obtained from CAN or other means. In addition, the first processing unit 80 includes, as information from the base station device 10, (i) road alignment information that is information on intersection positions and route shapes, (ii) provided services, and routes to be provided. Service support information, which is information, (iii) current signal lamp color and the number of remaining display seconds, signal information such as signal lamp color to be displayed next, (iv) sensor (image / millimeter) connected to the base station apparatus 10 Vehicle detection information that is vehicle information (distance and speed to the vicinity of the intersection center node 316) detected by a wave, etc., (v) a pedestrian on the pedestrian detection area 324 detected by a sensor connected to the base station device 10 The pedestrian detection information that is the presence information is acquired.

  Based on these pieces of information, the first processing unit 80 determines whether the following support generation condition is met. First, of the conditions for generating support, (i) the host vehicle 300 exists around the intersection center node 316, (ii) the speed of the host vehicle 300 is equal to or lower than a predetermined speed, and (iii) the inflow route of the host vehicle 300 It is determined whether the target signal is blue and (iv) the right turn signal of the host vehicle 300 is turned on. In a situation where (i) to (iv) are satisfied, the first processing unit 80 detects (v) the other vehicle 302 facing and (vi) detects the other vehicle 302 facing within a predetermined time. When reaching the near end of the area 322 (the end on the intersection center node 316 side), the right-turn collision prevention support is determined. In addition, in a situation where (i) to (iv) are satisfied, the first processing unit 80 determines right turn destination crossing pedestrian oversight prevention support when there is a pedestrian in the pedestrian detection area 324. .

  The predetermined time (vi) is the time until the host vehicle 300 reaches the right turn end node 320 from the intersection center node 316, and is calculated based on the determined speed and acceleration. The distance from the intersection center node 316 to the right turn end node 320 is acquired from the road alignment information / service support information. In determining whether the other vehicle 302 on the opposite side of (vi) reaches the sensor detection area 322, the time until arrival (detection) is determined based on the distance and speed from the near end of the sensor detection area 322 to the other vehicle 302. Vehicle arrival time) is calculated. Here, when the detected vehicle arrival time−the predetermined time ≦ the threshold A (sec), assistance is provided. Note that the threshold value A (sec) corresponds to the determination threshold value. The detected vehicle arrival time corresponds to a first time until the opposite other vehicle 302 reaches the intersection, and the predetermined time corresponds to a second time until the own vehicle 300 exits the intersection.

  In addition, another vehicle 302 subject to assistance generation passes through an intersection (predicted encounter point or near the sensor detection area 322), and there is a subsequent vehicle (another other vehicle 302) subject to assistance generation following this. If not, the right-turn collision prevention support will end. When there is a succeeding vehicle (another vehicle 302) for which assistance is to be generated, assistance is provided to the driver as new right-turn collision prevention assistance.

(2) Collision prevention support during right turn (vehicle-to-vehicle communication)
In this assistance, when the host vehicle turns to the right, the driver is notified of the presence of an approaching vehicle (an oncoming vehicle) when an oncoming vehicle is approaching. FIG. 6 shows an outline of (2) right-turn collision prevention support in the first processing unit 80. The host vehicle 300 waits for the start of a right turn after moving from the left to the right in the figure, and the other vehicle 302 moves from the right to the left in the figure. Here, the first processing unit 80 includes, as information from the own vehicle 300, (i) the position / velocity / acceleration / azimuth of the own vehicle 300 from the GPS or CAN, and (ii) the own vehicle from the CAN or other means. The turn signal information of the car 300 is acquired.

  Further, the first processing unit 80 acquires position / velocity / acceleration / azimuth / blinker information of the other vehicle 302 as information from the other vehicle 302. Based on these pieces of information, the first processing unit 80 determines that (i) the speed of the own vehicle 300 is equal to or lower than the predetermined speed, (ii) the right turn signal of the own vehicle 300 is on, and (iii) When the positional relationship between the vehicle 300 and the other vehicle 302 is passing, and (iv) the vehicle 300 and the other vehicle 302 meet within a predetermined time, the right turn collision prevention support is determined. The predetermined time (iv) is the time until the own vehicle 300 and the other vehicle 302 reach the expected encounter point, and is calculated based on the acquired information on each vehicle. When the time until the own vehicle 300 reaches the expected encounter point is “Ta (sec)” and the time until the other vehicle 302 reaches the expected encounter point is “Tb (sec)”, | Tb−Ta | When ≦ threshold B (sec), assistance is provided. Here, the threshold value B (sec) corresponds to the determination threshold value.

  In addition, when the other vehicle 302 subject to assistance generation passes through the intersection (predicted encounter point) and there is no subsequent vehicle (another other vehicle 302) subject to assistance occurrence, the right turn Collision prevention support ends. When there is a succeeding vehicle (another vehicle 302) for which assistance is to be generated, assistance is provided to the driver as new right-turn collision prevention assistance.

(3) Collision prevention at left turn / pedestrian crossing over left turn prevention support (road-to-vehicle communication)
With this support, when the vehicle turns to the left, it notifies the driver of the presence of an approaching vehicle (two-wheeled vehicle) when the following motorcycle is approaching, or walks when there is a pedestrian on the left-hand pedestrian crossing Or notify the driver of the driver ’s presence. FIG. 7 shows an outline of (3) left turn collision prevention / left turn destination pedestrian crossing oversight prevention support in the first processing unit 80. A base station apparatus 10 is installed in the vicinity of the intersection. The own vehicle 300 moves from the left to the right in the drawing, and the two-wheeled vehicle 304 moves from the left to the right in the drawing behind the own vehicle 300. In addition, a start node 310, a branch node 312, a stop line node 314, a steering start position node 326, a left turn pedestrian crossing node 328, and a left turn end node 330 are defined for the traveling direction of the host vehicle 300. A pedestrian detection area 324 is set on the road.

  Here, the first processing unit 80 includes, as information from the own vehicle 300, (i) the position / velocity / acceleration / azimuth of the own vehicle 300 from the GPS or CAN, and (ii) the own vehicle from the CAN or other means. The turn signal information of the car 300 is acquired. In addition, the first processing unit 80 includes, as information from the base station device 10, (i) road alignment information that is information on intersection positions and route shapes, (ii) provided services, and routes to be provided. Service support information, which is information, (iii) current signal lamp color and the number of remaining display seconds, signal information such as signal lamp color to be displayed next, (iv) sensor (image / millimeter) connected to the base station apparatus 10 Vehicle detection information that is vehicle information (distance and speed to the vicinity of the steering start position node 326) detected by a wave, etc., (v) walking on a pedestrian detection area 324 detected by a sensor connected to the base station device 10. The pedestrian detection information that is the presence information of the person is acquired.

  Based on these pieces of information, the first processing unit 80 determines whether the following support generation condition is met. First, among the support generation conditions, (i) the host vehicle 300 approaches the intersection, (ii) the speed of the host vehicle 300 is equal to or lower than a predetermined speed, and (iii) a signal targeting the inflow route of the host vehicle 300 Is a blue or left turn arrow, and (iv) it is determined whether the left turn signal of the host vehicle 300 is on. In a situation in which (i) to (iv) are satisfied, the first processing unit 80 determines that the following two-wheeled vehicle 304 is operated at the steering start position node within the timing + α time when the host vehicle 300 reaches the steering start position node 326. When 326 is reached, the left turn collision prevention support is determined. Here, “α” corresponds to the determination threshold value. In addition, in a situation where (i) to (iv) are satisfied, the first processing unit 80 determines left turn crossing pedestrian oversight prevention support when there is a pedestrian in the pedestrian detection area 324. .

(4) Collision prevention support for left turn (vehicle-to-vehicle communication)
In this support, when the own vehicle turns left, the driver is notified of the presence of an approaching vehicle (two-wheeled vehicle) when the following motorcycle is approaching. FIG. 8 shows an outline of (4) left turn collision prevention support in the first processing unit 80. The own vehicle 300 moves from the left to the right in the drawing, and the two-wheeled vehicle 304 moves from the left to the right in the drawing behind the own vehicle 300. Here, the first processing unit 80 includes, as information from the own vehicle 300, (i) the position / velocity / acceleration / azimuth of the own vehicle 300 from the GPS or CAN, and (ii) the own vehicle from the CAN or other means. The turn signal information of the car 300 is acquired.

  Moreover, the 1st process part 80 acquires the identification information which shows (i) the position / speed / acceleration / azimuth / blinker information of the two-wheeled vehicle 304, and (ii) the two-wheeled vehicle as information from the two-wheeled vehicle 304. Based on these pieces of information, the first processing unit 80 determines that (i) the speed of the own vehicle 300 is equal to or lower than the predetermined speed, (ii) the left turn signal of the own vehicle 300 is on, (iii) other When the vehicle is a motorcycle 304, (iv) the motorcycle 304 is running behind the vehicle 300, and (v) the vehicle 300 and the motorcycle 304 meet within a predetermined time, the left turn collision prevention support is provided. decide. The predetermined time of (v) is the time until the own vehicle 300 and the two-wheeled vehicle 304 reach the expected encounter point, and is calculated based on the acquired information on each vehicle. When the time until the own vehicle 300 reaches the expected encounter point is “Ta (sec)” and the time until the two-wheeled vehicle 304 reaches the expected encounter point is “Tb (sec)”, | Tb−Ta | ≦ When the threshold value C (sec) is reached, assistance is provided. Here, the threshold value C (sec) corresponds to the determination threshold value.

  In addition, when the two-wheeled vehicle 304 subject to support generation passes through the intersection or the own vehicle 300 (predicted encounter point), and there is no subsequent vehicle (another two-wheeled vehicle 304) subject to support generation following this, The collision prevention support for left turns ends. When there is a succeeding vehicle (another two-wheeled vehicle 304) for which assistance is to be generated, assistance is provided to the driver as new left turn collision prevention assistance.

(5) Encounter collision prevention support (vehicle-to-vehicle communication)
In this support, when the host vehicle goes straight, the driver is notified of the presence of an approaching vehicle when other vehicles are approaching so as to cross each other. FIG. 9 shows an outline of (5) encounter collision prevention support in the first processing unit 80. The own vehicle 300 is moving from the bottom to the top in the drawing, and the other vehicle 302 is moving from the right to the left in the drawing. Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300.

  Further, the first processing unit 80 acquires position / velocity / acceleration / azimuth / blinker information of the other vehicle 302 as information from the other vehicle 302. Based on these pieces of information, the first processing unit 80 (i) the positional relationship between the own vehicle 300 and the other vehicle 302 intersects, and (ii) the own vehicle 300 and the other vehicle 302 are within a predetermined time. In case of encounter, determine support for collision prevention. In addition, it may be added that the speed of the own vehicle 300 is equal to or lower than a predetermined speed as a condition for generating the encounter collision prevention support. The predetermined time of (ii) is the time until the own vehicle 300 and the other vehicle 302 reach the expected encounter point, and is calculated based on the acquired information on each vehicle. When the time until the own vehicle 300 reaches the expected encounter point is “Ta (sec)” and the time until the other vehicle 302 reaches the expected encounter point is “Tb (sec)”, | Tb−Ta | When ≤ threshold D (sec), assistance is provided. Here, the threshold value D (sec) corresponds to the determination threshold value.

  Further, when another vehicle 302 subject to support generation passes through the intersection (predicted encounter point) and there is no subsequent vehicle (another other vehicle 302) subject to support generation following this, an encounter crash Prevention support ends. When there is a succeeding vehicle (another vehicle 302) for which assistance is to be generated, assistance is provided to the driver as new encounter collision prevention assistance.

(6) Rear-end collision prevention support (vehicle-to-vehicle communication)
In this support, when it is determined that the host vehicle is about to collide with the preceding vehicle, the driver is notified of the presence of the preceding vehicle. FIG. 10 shows an overview of (6) rear-end collision prevention support and (10) emergency brake notification support in the first processing unit 80. The own vehicle 300 moves from the left to the right in the drawing, and the other vehicle 302 moves from the left to the right in the drawing in front of the own vehicle 300. Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300.

  Further, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the other vehicle 302 as information from the other vehicle 302. Based on these pieces of information, the first processing unit 80 determines that (i) the positional relationship is that the own vehicle 300 follows the other vehicle 302 (the own vehicle 300 is traveling behind the other vehicle 302), and (ii) When the acceleration of the host vehicle 300 is 0 or more and (iii) the host vehicle 300 catches up with the other vehicle 302 within a predetermined time, the rear-end collision prevention support is determined. The predetermined time of (iii) is a time until the own vehicle 300 and the other vehicle 302 catch up at the predicted collision point, and is calculated based on the acquired information on each vehicle. When the time until the own vehicle 300 reaches the predicted collision point is “Ta (sec)” and the time until the other vehicle 302 reaches the predicted collision point is “Tb (sec)”, | Tb−Ta | When ≤ threshold E (sec), assistance is provided. Here, the threshold value E (sec) corresponds to the determination threshold value.

(7) Signal oversight prevention support (road-to-vehicle communication)
In this support, when the vehicle enters the intersection, the current speed of the vehicle exceeds the speed at which the vehicle can stop safely on the stop line when the signal light color turns red when the vehicle reaches the stop line at the intersection. If so, the driver is notified of the presence of the signal. FIG. 11 shows an outline of (7) signal oversight prevention support and (11) signal passing / red signal deceleration support in the first processing unit 80. A base station apparatus 10 is installed in the vicinity of the intersection. The own vehicle 300 moves from the left to the right in the figure. In addition, a start node 310, a branch node 312, and a stop line node 314 are defined with respect to the traveling direction of the host vehicle 300.

  Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300. In addition, the first processing unit 80 includes, as information from the base station device 10, (i) road alignment information that is information on intersection positions and route shapes, (ii) provided services, and routes to be provided. Service support information that is information, (iii) signal information such as the current signal lamp color and the number of remaining display seconds, and the signal lamp color to be displayed next are acquired.

  Based on these pieces of information, the first processing unit 80 calculates (i) the time Tc (sec) required to reach the stop line node 314 when it is assumed that the host vehicle 300 travels at a constant speed at the current speed. In this case, the signal light color after the lapse of Tc (sec) is red and the vehicle cannot enter the intersection. (Ii) The distance at which the vehicle 300 can safely stop at the current speed of the vehicle 300 is from the vehicle position to the stop line node 314. When the distance is exceeded, support for oversight prevention is determined. Here, (ii) will be described in more detail. In addition, the 1st process part 80 acquires the information of the light color of a traffic signal, and the information of the distance to a traffic signal.

The current speed of the vehicle 300 is indicated as “V _now ”, and the distance from the current vehicle 300 to the stop line node 314 is indicated as “L _now ”. If the in-vehicle system processing time is “Tp” (can be set: initial value 1 second) and the driver reaction time is “Td” (can be set: 3.2 seconds), the system design idle time T can be expressed as Tp + Td. . If the system design deceleration is “D” (settable: initial value 1.8 m / sec ² ), the braking distance “L ₁ ” is indicated as V _now ² / 2D, and the movement distance “L” until the braking starts. “ ₂ ” is indicated as V _now × T. As a result, the distance “L” at which the vehicle 300 can be safely stopped is indicated as L ₁ + L ₂ . In addition, when traveling at the current speed, the time to reach the stop line node 314 “Tc (sec)” is indicated as L _now / V _now . Furthermore, the signal lamp color after Tc (sec) is acquired from the signal information. Therefore, support is determined when L _now <L is satisfied and the signal lamp color after Tc (sec) is red. Here, the distance “L” at which the vehicle 300 can safely stop corresponds to the determination threshold value.

(8) Emergency vehicle approach information provision support (road-to-vehicle communication / vehicle-to-vehicle communication)
In this support, when the host vehicle receives emergency vehicle approach information from an emergency vehicle or a roadside machine, the vehicle notifies the driver of the emergency vehicle approach information. FIG. 12 shows an outline of (8) emergency vehicle approach information provision support in the first processing unit 80. As the base station apparatus 10, a first base station apparatus 10a and a second base station apparatus 10b are installed in the vicinity of two intersections. The own vehicle 300 is moving from the bottom to the top in the figure, and the emergency vehicle 306 is moving from the right to the left in the figure.

  Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300. Further, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the emergency vehicle 306 as information from the emergency vehicle 306. Furthermore, the first processing unit 80 acquires emergency vehicle approach information that is information transmitted from the emergency vehicle 306 as information from the base station device 10. Alternatively, the first processing unit 80 transmits, as emergency vehicle approach information, the position / velocity / azimuth angle of the emergency vehicle 306 and the emergency vehicle 306 from the emergency vehicle 306 and type information indicating that the transmission source is an emergency vehicle (Vehicle Communication). (Identification information) may be obtained directly.

  The first processing unit 80 provides information to the driver of the host vehicle 300 when the emergency vehicle approach information is received. In addition, the first processing unit 80 determines the own vehicle 300 and the emergency vehicle 306 based on the position / speed / azimuth angle of the own vehicle 300 and the position / speed / azimuth angle of the emergency vehicle 306 included in the emergency vehicle approach information. Is the next positional relationship, and alerts the driver of the vehicle 300 when it is determined that it will be encountered within a predetermined time. The positional relationship is a relationship in which the course of the own vehicle 300 and the emergency vehicle 306 intersect, the own vehicle 300 and the emergency vehicle 306 pass each other, and the emergency vehicle 306 passes the own vehicle 300. The provision of information and alerting here correspond to emergency vehicle approach information provision support. The emergency vehicle approach information provision support may be determined based on information acquired directly from the emergency vehicle 306 by inter-vehicle communication.

(9) Support for providing information on surrounding events (vehicle-to-vehicle communication)
In this support, the driver is notified of an event on the course of the vehicle while the vehicle is traveling. FIG. 13 shows an outline of (9) peripheral event information provision support in the first processing unit 80. The own vehicle 300 moves from the left to the right in the figure. The other vehicle 302 exists in the traveling direction of the host vehicle 300. Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300.

  In addition, the first processing unit 80 includes, as information from the other vehicle 302, (i) the position / velocity / acceleration / azimuth of the other vehicle 302, and (ii) the other vehicle 302 set according to the vehicle at the time of device setup. Vehicle usage type, (iii) The state information of the other vehicle 302 set by the driver according to the state is acquired. (Iii) includes information such as getting on and off, stopping, etc., and may be automatically set according to the open / closed state of the door. Based on these pieces of information, the first processing unit 80 corresponds to (i) the positional relationship between the own vehicle 300 and the other vehicle 302 passing, or the other vehicle 302 passing the own vehicle 300 and (ii) the own vehicle. A car 300 and another car 302 meet within a predetermined time, and (iii) the other car 302 is in a condition 1: a private car, getting on and off, condition 2: a passenger transportation company car, getting on and off. Condition 3: When the road maintenance work vehicle satisfies any of the stopping work, the low-speed work, the accident processing, or the forward traffic jam, the surrounding event information providing support is determined. In addition, the peripheral event information provision support is information obtained from the other vehicle 302 that precedes the own vehicle 300 as information from the other vehicle 302, information on other vehicles stopped on the traveling road, information under construction, accident information, The determination may be made based on direct information such as traffic jam information.

(10) Emergency brake notification support (vehicle-to-vehicle communication)
In this support, when the vehicle ahead of the host vehicle suddenly brakes, the driver is notified of the information. FIG. 10 shows an overview of (6) rear-end collision prevention support and (10) emergency brake notification support in the first processing unit 80. Since FIG. 10 has already been described, the description is omitted here. Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300.

  Further, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the other vehicle 302 as information from the other vehicle 302. Based on these pieces of information, the first processing unit 80 determines that (i) the positional relationship is that the own vehicle 300 follows the other vehicle 302 (the own vehicle 300 is traveling behind the other vehicle 302), and (ii) When the distance between the host vehicle 300 and the other vehicle 302 is within a predetermined distance, and (iii) the other vehicle 302 applies a sudden brake, emergency brake notification support is determined. Note that the sudden braking of (iii) corresponds to a case where the deceleration is acceleration information and the deceleration of the other vehicle 302 is equal to or greater than a predetermined value. Alternatively, as information from the other vehicle 302, the brake operation information (particularly sudden brake information) of the other vehicle 302 may be acquired together and determined. Here, the predetermined distance corresponds to a determination threshold value.

(11) Signal passing / red signal deceleration support (road-to-vehicle communication)
In this support, when the vehicle enters the intersection, if the vehicle is predicted to turn red when the vehicle reaches the stop line at the intersection, the driver is recommended to decelerate by turning off the accelerator. FIG. 11 shows an outline of (7) signal oversight prevention support and (11) signal passing / red signal deceleration support in the first processing unit 80. Since FIG. 11 has already been described, the description is omitted here. Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300.

  In addition, the first processing unit 80 includes, as information from the base station device 10, (i) road alignment information that is information on intersection positions and route shapes, (ii) provided services, and routes to be provided. Service support information that is information, (iii) signal information such as the current signal lamp color and the number of remaining display seconds, and the signal lamp color to be displayed next are acquired. Based on these pieces of information, the first processing unit 80 calculates a time Tc (sec) required to reach the stop line node 314 when it is assumed that the host vehicle 300 travels at a constant speed at the current speed. When the signal lamp color after (sec) has passed is red and the vehicle cannot enter the intersection, the signal passing / red signal deceleration support is determined.

(12) Idling stop support (road-to-vehicle communication)
In this assistance, it is recommended that the driver not stop idling when the vehicle stops at the intersection, the signal light color is red, and the time until it turns blue is less than a predetermined time. FIG. 14 shows an outline of (12) idling stop support and (13) start delay prevention support in the first processing unit 80. A base station apparatus 10 is installed in the vicinity of the intersection. The own vehicle 300 stops at the stop line node 314. In addition, a start node 310, a branch node 312, and a stop line node 314 are defined with respect to the traveling direction of the host vehicle 300.

  Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300. In addition, the first processing unit 80 includes, as information from the base station device 10, (i) road alignment information that is information on intersection positions and route shapes, (ii) provided services, and routes to be provided. Service support information that is information, (iii) signal information such as the current signal lamp color and the number of remaining display seconds, and the signal lamp color to be displayed next are acquired.

  Based on these pieces of information, the first processing unit 80 (i) the own vehicle 300 is stopped at the stop line node 314, and (ii) the current lamp color of the traveling direction signal of the own vehicle 300 is red. If it is less than the predetermined time until it becomes blue, idling stop support is determined. In addition, when it is more than predetermined time, the 1st process part 80 may accelerate | stimulate idling stop. In the own vehicle 300 that automatically performs idling stop, the idling stop is automatically controlled according to the time from red to blue. In the own vehicle 300 that can automatically apply idling stop, the idling stop is applied at a predetermined speed or less. Therefore, (i) of the determination condition is “the own vehicle 300 is below a predetermined distance from the stop line node 314 and the speed is predetermined. Change to “If the speed is below”.

(13) Start delay prevention support (road-to-vehicle communication)
In this support, the driver is urged to prepare for starting when the vehicle stops at an intersection and the time until the signal light color changes from red to blue is less than a predetermined time. FIG. 14 shows an outline of (12) idling stop support and (13) start delay prevention support in the first processing unit 80. Since FIG. 14 has already been described, the description thereof is omitted here. Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300.

  In addition, the first processing unit 80 includes, as information from the base station device 10, (i) road alignment information that is information on intersection positions and route shapes, (ii) provided services, and routes to be provided. Service support information that is information, (iii) signal information such as the current signal lamp color and the number of remaining display seconds, and the signal lamp color to be displayed next are acquired. Based on these pieces of information, the first processing unit 80 (i) the own vehicle 300 is stopped at the stop line node 314, and (ii) the current lamp color of the traveling direction signal of the own vehicle 300 is red. If the time until the color is blue is less than the predetermined time, the start delay prevention support is determined.

(14) Acceleration suppression support at start-up (road-to-vehicle communication)
With this assistance, it is recommended that the driver suppress acceleration when the vehicle starts at an intersection and the signal light color is expected to turn red when the next intersection is reached. FIG. 15 shows an outline of (14) acceleration suppression support at start in the first processing unit 80. As the base station apparatus 10, a first base station apparatus 10a and a second base station apparatus 10b are installed in the vicinity of two intersections. The own vehicle 300 moves from the left to the right in the figure. In addition, an origin node 310, a branch node 312, a first stop line node 314a, and a second stop line node 314b are defined for the traveling direction of the host vehicle 300. A starting node 310, a branch node 312, and a first stop line node 314a are set in the first base station apparatus 10a, and a second stop line node 314b is set in the second base station apparatus 10b.

  Here, the first processing unit 80 acquires the position / velocity / acceleration / azimuth angle of the vehicle 300 from GPS or CAN as information from the vehicle 300. In addition, the first processing unit 80, as information from the base station device 10 (the first base station device 10a, the second base station device 10b), (i) road linear information that is information on the position of the intersection and the route shape (Ii) service provided information, service support information that is route information to be provided, (iii) current signal lamp color and the number of remaining display seconds, signal information such as the next displayed signal lamp color, iv) Route signal information that is signal information of the subsequent signalized intersection following the leading intersection is acquired.

  Based on these pieces of information, the first processing unit 80 (i) the own vehicle 300 starts an intersection, and (ii) the distance to the next intersection in the traveling direction of the own vehicle 300 and the next signal Based on the light color information of the vehicle, if the signal light color of the traveling direction of the vehicle 300 is predicted to be red at the timing when the vehicle 300 is predicted to reach the next intersection, the acceleration suppression support at the time of start is supported. decide. Returning to FIG.

  The display unit 70 displays the contents of the support according to the determination result of necessity of driving support determined by the first processing unit 80. Further, the assistance determined by the first processing unit 80 may be notified to the driver via a speaker, or another application program may be activated. The receiving unit 82 receives the driving behavior history information of the driver of the vehicle 300 regarding the assistance displayed on the display unit 70 from the storage unit 86 (the result of the driving behavior of the driver in the past according to the assistance provided to the driver). Information). A specific example of the driving action history information will be described later. The receiving unit 82 outputs the received driving action history information to the second processing unit 84.

  The second processing unit 84 compares the driving behavior history information received by the receiving unit 82 with the reference value for the support determined by the first processing unit 80. When the driving behavior history information is away from the reference value, the second processing unit 84 adjusts the determination threshold used in the first processing unit 80 so that the driving behavior history information approaches the reference value. The second processing unit 84 outputs the adjusted determination threshold value to the first processing unit 80. A specific example of the reference value will be described later. The second processing unit 84 adjusts the determination threshold so that the range in which the first processing unit 80 determines the support is wider than a predetermined range. This corresponds to adjustment of the determination threshold value so that the range for determining assistance is expanded to the safe side.

  The storage unit 86 is a result of the driver actually driving in response to the assistance displayed on the display unit 70 (for example, the driver's action start reaction time, the intersection crossing time when turning right, the speed / acceleration when crossing the intersection) , The time until the start of deceleration, etc.) is stored as driving action history information together with the date / time information and position information when the assistance occurs.

  Hereinafter, the processing in the second processing unit 84 will be described in association with each support described in the first processing unit 80. (8) Emergency vehicle approach information providing support, (9) Surrounding event information providing support, (11) Signal passing / red signal deceleration support, (12) Idling stop support, (13) Start delay prevention support, (14) As for the acceleration suppression support at the time of starting, the determination threshold value is not adjusted, so the description thereof is omitted here.

(1) Right-turn collision prevention / right-turn pedestrian crossing oversight prevention support The receiving unit 82 receives driving action history information at the intersection from the storage unit 86. As the driving action history information, for example, the own vehicle 300 stopped at the intersection center node 316 when receiving the corresponding support in the past starts toward the right turn destination crosswalk node 318 and the right turn end node 320. And the time until the right turn end node 320 is reached. The second processing unit 84 increases the threshold A that is a determination threshold when the time received by the receiving unit 82 is equal to or greater than the reference value. The reference value is calculated in advance based on the determined speed / acceleration assuming a standard driver. When the determination threshold value increases, the support start timing is advanced.

  Further, after the vehicle 300 reaches the right turn end node 320, the time actually taken until the vehicle 300 reaches the right turn end node 320 from the intersection center node 316 where the vehicle 300 is stopped, along with the intersection position information, Stored in the storage unit 86 as history information. The acquisition unit 64 acquires that the own vehicle 300 has stopped at the intersection center node 316, that the own vehicle 300 has started, and that the own vehicle 300 has reached the right turn end node 320. It is determined from the position information.

  Another example of the driving behavior history information received by the receiving unit 82 is speed / acceleration information of the host vehicle 300 from the intersection center node 316 to the right turn end node 320, for example. The second processing unit 84 uses the speed / acceleration information received by the receiving unit 82 as calculation parameters, and the host vehicle 300 stopped at the intersection center node 316 reaches the right turn end node 320 in the same manner as the reference value calculation. Calculate the time until. When the calculated time is equal to or greater than the reference value, the second processing unit 84 increases the threshold A that is a determination threshold.

  Also, after the vehicle 300 reaches the right turn end node 320, the speed / acceleration information that is actually acquired from the intersection center node 316 where the vehicle 300 stops to the right turn end node 320 is obtained. It memorize | stores in the memory | storage part 86 as driving action history information with a positional information. The speed / acceleration information of the host vehicle 300 is determined from the position information acquired by the acquisition unit 64.

  As another example of the driving action history information received by the receiving unit 82, for example, in a state of waiting for a right turn, when the other vehicle 302 to be supported passes through an intersection and the support of the display unit 70 ends (passed) This is the time from when the support ends to when the own vehicle 300 starts to start when there is no other vehicle 302 to be supported following the other vehicle 302). This corresponds to the reaction time of the driver of the vehicle 300. When the time (reaction time) received by the receiving unit 82 is equal to or greater than the reference value, the second processing unit 84 increases the threshold value A that is a determination threshold value.

  In addition, after the vehicle 300 reaches the right turn end point node 320, the time (reaction time) from the end of the support until the vehicle 300 starts to start is stored in the storage unit 86 as driving action history information together with the intersection position information. Remember. Whether the own vehicle 300 has stopped at the intersection center node 316 and that the own vehicle 300 has started moving are determined from the position information acquired by the acquisition unit 64.

(2) Collision prevention support at the time of right turn The second processing unit 84 is information of (1) determination result of collision prevention support at the time of right turn (time from the end of the support until the start of the vehicle 300) in road-to-vehicle communication Is used. If the time until the start of the vehicle is delayed from the reference value, the second processing unit 84 increases the determination threshold value.

(3) Collision prevention at left turn / left turn destination pedestrian crossing over prevention support The accepting unit 82 receives from the storage unit 86 as driving action history information until the host vehicle 300 starts to start after the display unit 70 ends the support. Accept time. Since this is as described above, the description thereof is omitted. The second processing unit 84 increases α that is the determination threshold value when the time received by the receiving unit 82 is equal to or greater than the reference value. Further, the second processing unit 84 may calculate the speed / acceleration based on the time from when the host vehicle 300 reaches the steering start position node 326 after the display unit 70 displays the assistance. The speed / acceleration is fed back as a determination threshold calculation parameter.

(4) Left turn collision prevention support The second processing unit 84 provides information on the determination result of (3) left turn collision prevention support (time from the end of the support until the vehicle 300 starts to start) in road-to-vehicle communication. Is used. If the time until the start of the vehicle is delayed from the reference value, the second processing unit 84 increases the determination threshold value.

(5) Encounter collision prevention support, (6) Rear collision prevention support, (10) Emergency brake notification support The receiving unit 82 displays the assistance as the driving action history information from the storage unit 86, and then displays the vehicle 300. Accept the time until the vehicle starts to decelerate. This time may be derived as before. The second processing unit 84 increases the determination threshold when the time received by the receiving unit 82 is equal to or greater than the reference value.

(7) Signal oversight prevention support The receiving unit 82 receives the time from when the display unit 70 displays support until the host vehicle 300 starts decelerating as driving action history information from the storage unit 86. The second processing unit 84 increases the value of the driver reaction time “Td” when the time received by the receiving unit 82 is equal to or greater than the reference value. As the value of the driver reaction time “Td” increases, the determination threshold “L” also increases. In addition, when the distance traveled from when the display unit 70 displays the assistance until the vehicle 300 actually stops exceeds “L”, the second processing unit 84 obtains a deceleration at that time, The system design deceleration “D” may be fed back.

  Here, the process in the second processing unit 84 when the determination threshold value is derived will be described in more detail. The second processing unit 84 calculates a feedback value for deriving the determination threshold based on the information received by the receiving unit 82 (driving behavior history information from the storage unit 86). At this time, if a feedback value is calculated from the received information, the influence of noise or the like included in the information increases. In order to improve this, the reception unit 82 calculates a feedback value from a plurality of pieces of information received over the past. Here, the range of the plurality of information to be used for calculating the feedback value is set as one of the following, for example. The first target is all information received by the receiving unit 82 among the information stored in the storage unit 86 after the terminal device 14 is mounted on the vehicle 12. The second target is information for a predetermined period until the last time among the information received by the receiving unit 82. The third target is the latest N pieces of information among the information received by the receiving unit 82. The fourth target is all information received by the receiving unit 82 among the information stored in the storage unit 86 after the engine of the vehicle 12 is started. In addition, the range of a plurality of information to be used for calculating the feedback value may be set in common for all the support, or may be set for each support. The receiving unit 82 outputs the feedback value derived within the range of such information to the second processing unit 84 as driving action history information.

  Further, the process for calculating the feedback value in the reception unit 82 may be classified as one of the following. The first process calculates a feedback value for each driver who drives the vehicle 12 based on information (driving action history information) with the same assistance regardless of the place where the assistance occurs. In the second process, a feedback value is calculated on the basis of information on the same support for each driver and for each support generation place. In the third process, a feedback value is calculated for each driver based on common information for each support (for example, a reaction time from the end of the support to the start of the vehicle). As described above, when the feedback value is calculated for each driver, the generation timing of the support can be adjusted with higher accuracy. In the description here, the driver is identified by a sensor mounted on the vehicle 12, such as a fingerprint sensor or a face sensor. Moreover, it may be made by input of identification ID etc. which a driver | operator performs before a driving | operation start. The driver identification information is stored in the storage unit 86 as driving action history information.

  In the fourth process, the feedback value is calculated based on the information of the same assistance regardless of the driver driving the vehicle 12 regardless of the place where the assistance occurs. In the fifth process, the feedback value is calculated based on the information for the same assistance for each place where the assistance occurs regardless of the driver. The sixth process calculates a feedback value based on common information for each support regardless of the driver. In the above process, although the accuracy of adjusting the generation timing of the support is deteriorated, the driver identification process is unnecessary, and the system can be constructed more simply.

  In addition, as a feedback value calculation process other than the above, for example, the centralized management center behaves in response to specific support (for example, right turn support / left turn support) of another vehicle 302 at a specific intersection where the base station device 10 is installed. Information is collected through a network or the like, the information is analyzed, and a feedback value is calculated. The centralized management center provides such feedback values to the vehicle 12 on which the terminal device 14 is mounted via the base station device 10. By doing in this way, it becomes possible to adjust the generation | occurrence | production timing of the assistance in a specific intersection even if the terminal device 14 itself does not have a feedback value calculation function. Examples of specific intersections include accident-prone intersections and priority management intersections.

  The feedback value may be an average value or a moving average value (simple, weighted, exponent). Further, the fixed value may be adjusted according to the difference with respect to the reference value, and may be calculated after the statistical analysis so as to minimize the difference. Furthermore, a feedback value may be calculated by combining these.

  FIG. 16 is a diagram illustrating another configuration of the processing unit 56 in the terminal device 14. This is a configuration in the case where information from the receiving unit 82 is not received. Here, the processing of the processing unit 56 will be described with reference to FIG. An extraction unit 72, an acquisition unit 64, a second processing unit 84, a first processing unit 80, and a display unit 70 are included. The acquisition unit 64 includes a vehicle information acquisition unit 90, a vehicle surrounding information acquisition unit 92, and a driver situation acquisition unit 94.

  As described above, the extraction unit 72 acquires information from the ITS system and outputs information on other vehicles and road information. The vehicle information acquisition unit 90 is connected to CAN and GPS, and outputs information on position, speed, acceleration, weight, vehicle length, and vehicle performance. The vehicle periphery information acquisition unit 92 is connected to a periphery detection camera, an illuminance sensor, a clock, and an external network, and outputs periphery detection information, time zone (day and night), weather information, road information, and road surface information. The driver status acquisition unit 94 is connected to a vital sensor or the like, and outputs information on the driver's age, sex, arousal level, tension level, and line-of-sight direction.

  The second processing unit 84 calculates a determination threshold value based on information from the extraction unit 72 and the acquisition unit 64. The parameters that should be used to calculate the judgment threshold are the driver's reaction speed (determined by the vehicle's position and speed), the driver's overall reaction speed at the same point and the same assistance (acquire information from the cloud, etc.), Road information (crossing scale, presence of median strip, presence of traffic lights, etc.), road surface information (dry, wet, frozen, snow), driver, etc. Is at least one of the following age (priority when an elderly person), driver's arousal / tensileness, driver's gaze direction, driving history / driving frequency / driving proficiency. Note that the second processing unit 84 of FIG. 16 is configured to receive information from the receiving unit 82, and based on the information from the extracting unit 72, the acquiring unit 64, and the receiving unit 82, a determination threshold value is set. May be calculated.

  The operation of the communication system 100 configured as above will be described. FIG. 17 is a flowchart illustrating a procedure for adjusting the determination threshold value by the terminal device 14. When the condition for support is satisfied (Y in S10), the first processing unit 80 determines support (S12). The receiving unit 82 receives information on the result (S14). When the result is worse than the reference value (Y in S16), the second processing unit 84 adjusts the determination threshold value so as to widen the support range (S18). If the result is not worse than the reference value (N in S16), if the support range is not the narrowest (N in S20), the second processing unit 84 adjusts the determination threshold so as to narrow the support range. (S22). If the support range is the narrowest (Y in S20), step 22 is skipped. If the support condition is not satisfied (N in S10), the process is terminated.

  According to the embodiment of the present invention, the result according to the support is compared with the reference value, and when the result according to the support is worse than the reference value, the determination is made so that the timing of the support is advanced. Since the value is adjusted, the timing of assistance can be adjusted according to the driver's response. In addition, when the driver's reaction is slow, the support timing is advanced, so that the driver can be prompted to perform an action corresponding to the support. In addition, since the driver is prompted to perform the operation according to the assistance, safety can be improved. Further, since the determination threshold is adjusted based on the result according to the support and the reference value, the timing of the support can be adjusted according to the driver's response. In addition, since the determination threshold value is adjusted in a direction wider than the predetermined range in which the support determination range becomes the narrowest, occurrence of a situation where the support timing is delayed can be suppressed. Moreover, since the occurrence of a situation where the timing of support is delayed is suppressed, safety can be ensured. Further, since the process is executed for the parameters determined for each support, the determination threshold value for each support can be adjusted.

  In the above, this invention was demonstrated based on the Example. This embodiment is an exemplification, and it will be understood by those skilled in the art that various modifications can be made to each of those constituent elements or combinations of processing processes, and such modifications are also within the scope of the present invention. .

  The outline of one embodiment of the present invention is as follows. A wireless device according to an aspect of the present invention is a wireless device that can be mounted on a vehicle, and obtains information on a receiver that receives a packet signal from another wireless device and information on the vehicle on which the wireless device is mounted. Determining the support to be provided to the driver driving the vehicle based on the information acquired in the receiver, the information acquired in the acquisition unit, the information included in the packet signal received in the receiver, and the determination threshold 1 processing unit, a display unit that displays the support determined in the first processing unit, a reception unit that receives information on a result of driving by the driver according to the support displayed in the display unit, and information received in the reception unit And a second processing unit for adjusting a determination threshold value used in the first processing unit based on the reference value for the support determined in the first processing unit.

  According to this aspect, since the determination threshold value is adjusted based on the result according to the support and the reference value, the support timing can be adjusted according to the driver's response.

  The second processing unit may adjust the determination threshold so that a range in which the first processing unit determines support is wider than a predetermined range. In this case, since the determination threshold value is adjusted in a direction wider than the predetermined range in which the support determination range is the narrowest, occurrence of a situation where the support timing is delayed can be suppressed.

  The packet signal received by the reception unit includes information on the light color of the traffic signal, the acquisition unit acquires information on the distance to the traffic signal, and the first processing unit acquires the distance to the traffic signal acquired by the acquisition unit. When the information is shorter than the judgment threshold value and the light color of the traffic light is red, support for preventing signal oversight is determined, and the reception unit displays the support after the display unit displays the support. The second processing unit may increase the determination threshold value when the time received by the receiving unit is greater than or equal to a reference value. In this case, the determination threshold value can be adjusted with respect to assistance for preventing the signal from being overlooked.

  The packet signal received by the reception unit includes information on the speed of the oncoming vehicle on which another wireless device is mounted, the acquisition unit acquires information on the speed of the vehicle, and the first processing unit detects the speed of the vehicle. The first time until the oncoming vehicle reaches the intersection and the second time until the vehicle leaves the intersection are derived based on the speed of the oncoming vehicle and the speed of the oncoming vehicle, and the difference between the first time and the second time Is determined to be less than the threshold value, the support for preventing the collision at the time of right turn is determined, and the reception unit accepts the time from when the display unit stops the support until the vehicle starts to start, The two processing units may increase the determination threshold when the time received by the receiving unit is equal to or greater than the reference value. In this case, the determination threshold value can be adjusted with respect to assistance for preventing a collision when turning right.

  10 base station device, 12 vehicle, 14 terminal device, 20 antenna, 22 RF unit, 24 modulation / demodulation unit, 26 processing unit, 28 control unit, 30 network communication unit, 32 frame definition unit, 34 selection unit, 36 generation unit, 50 Antenna, 52 RF unit, 54 modulation / demodulation unit, 56 processing unit, 58 control unit, 60 timing identification unit, 62 transfer determination unit, 64 acquisition unit, 66 generation unit, 70 display unit, 72 extraction unit, 74 carrier sense unit, 80 The first processing unit, 82 reception unit, 84 second processing unit, 100 communication system.

Claims (4)

A wireless device that can be mounted on a vehicle,
A receiver that receives packet signals from other wireless devices;
An acquisition unit for acquiring information of a vehicle on which the wireless device is mounted;
First, to determine assistance to be provided to a driver driving the vehicle based on information acquired in the acquisition unit, information included in the packet signal received in the reception unit, and a determination threshold value A processing unit;
A display unit for displaying the support determined in the first processing unit;
A reception unit for receiving information on a result of driving by the driver according to the assistance displayed on the display unit;
A second processing unit for adjusting a determination threshold value used in the first processing unit based on the information received in the receiving unit and a reference value for the support determined in the first processing unit;
A wireless device comprising:   The radio apparatus according to claim 1, wherein the second processing unit adjusts the determination threshold so that a range in which the first processing unit determines support is larger than a predetermined range. The packet signal received by the receiving unit includes information on the light color of the traffic light,
The acquisition unit acquires information on a distance to a traffic light,
The first processing unit supports to prevent oversight of a signal when the information on the distance to the traffic signal acquired by the acquisition unit is shorter than a determination threshold value and the color of the traffic signal is red. Decide
The reception unit receives time from when the display unit displays support until the vehicle starts to decelerate,
The radio apparatus according to claim 1, wherein the second processing unit increases the determination threshold when the time received by the receiving unit is equal to or greater than a reference value. The packet signal received by the receiving unit includes information on the speed of the oncoming vehicle on which another wireless device is mounted,
The acquisition unit acquires vehicle speed information,
The first processing unit derives a first time until the oncoming vehicle reaches the intersection and a second time until the vehicle leaves the intersection based on the speed of the vehicle and the speed of the oncoming vehicle, If the difference between the first time and the second time is less than or equal to the determination threshold, determine support to prevent a collision when turning right,
The reception unit accepts the time from when the display unit stops supporting until the vehicle starts to start,
The radio apparatus according to claim 1, wherein the second processing unit increases the determination threshold when the time received by the receiving unit is equal to or greater than a reference value.

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