JP2017214021A - Operation assisting device and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation assisting device and a computer program, capable of promoting deceleration without degrading comfortability of a passenger.SOLUTION: An operation assisting device includes a receiving part for receiving traffic information, an acquiring part for acquiring passenger information related to a passenger on a vehicle, a determination part which determines requirement of deceleration of the vehicle based on the traffic information that is received when the vehicle is traveling, a setting part which, if it is determined that deceleration is required, sets a deceleration timing according to the passenger information acquired by the acquiring part, and a notification part which notifies the deceleration timing that is set by the setting part.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a driving support device and a computer program.

  2. Description of the Related Art Conventionally, there is a driving support device that acquires traffic information using a communication device, an in-vehicle camera, and the like, and performs driving support based on the acquired traffic information. For example, Patent Document 1 discloses a vehicle driving support device that prompts a driver to perform a deceleration operation based on signal information when it is inevitable to stop at a next intersection according to a traffic light.

JP 2014-96013 A

  However, in Patent Document 1, when a stop distance necessary for stopping by a deceleration operation of the vehicle is calculated using a travel simulation model, and it is determined that the remaining distance to the intersection is shorter than the calculated stop distance, the driver performs a deceleration operation. Therefore, depending on the strength and timing of deceleration, there is a problem that the passenger may feel uncomfortable.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a driving support device and a computer program capable of prompting deceleration without impairing passenger comfort.

  A driving support apparatus according to an aspect of the present invention is a driving support apparatus, which includes a receiving unit that receives traffic information, an acquisition unit that acquires occupant information relating to an occupant riding in the vehicle, and the vehicle A determination unit that determines whether or not the vehicle needs to be decelerated based on traffic information received during traveling, and a setting unit that sets deceleration timing according to occupant information acquired by the acquisition unit when it is determined that deceleration is necessary And a notifying unit for notifying the deceleration timing set by the setting unit.

  A computer program according to an aspect of the present invention acquires, in a computer, traffic information, acquires occupant information relating to an occupant riding in the vehicle, and based on the traffic information acquired during the traveling of the vehicle, the vehicle This is a computer program for executing the process of setting the deceleration timing according to the acquired occupant information when it is determined whether or not the vehicle needs to be decelerated.

  According to the present application, when it is necessary to decelerate the vehicle, it is possible to promote deceleration without impairing passenger comfort.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram for explaining a driving support system according to a first embodiment. 1 is a block diagram showing a schematic configuration of a driving support system according to Embodiment 1. FIG. 4 is a flowchart for explaining an operation procedure of the driving assistance ECU according to the first embodiment. 6 is a flowchart illustrating an operation procedure of a driving assistance ECU according to a second embodiment. 10 is a flowchart for explaining an operation procedure of a driving assistance ECU according to a third embodiment.

  Embodiments of the present invention will be listed and described. Moreover, you may combine arbitrarily at least one part of embodiment described below.

  A driving support device according to an aspect of the present application is a driving support device, which includes a receiving unit that receives traffic information, an acquisition unit that acquires occupant information related to an occupant riding in the vehicle, and travel of the vehicle A determination unit that determines whether or not the vehicle needs to be decelerated based on the traffic information received therein, and a setting unit that sets deceleration timing according to occupant information acquired by the acquisition unit when it is determined that deceleration is necessary; And a notifying unit for notifying the deceleration timing set by the setting unit.

  In the above aspect, when it is determined that deceleration is necessary based on the traffic information received while the vehicle is running, the deceleration timing corresponding to the occupant is set and notified, so the timing to decelerate according to the occupant Therefore, discomfort associated with sudden deceleration or the like can be reduced.

  The driving support device according to an aspect of the present application includes a detection unit that detects the presence or absence of a passenger, the occupant information includes a detection result of the detection unit, and the setting unit is configured according to the presence or absence of the passenger. The deceleration timing is varied.

  In the above aspect, since the deceleration timing is set according to whether or not a passenger is present, for example, when the passenger is present, the driver is prompted to decelerate more slowly from the near side. It is possible to prevent the passenger's comfort from being impaired.

  When the detection unit detects the presence of a passenger, the driving support device according to an aspect of the present application includes a determination unit that determines whether the passenger includes an infant, an elderly person, a pregnant woman, or a sick person. In the case where it is determined that the passenger includes an infant, an elderly person, a pregnant woman, or an injured person, the setting unit further changes the deceleration timing.

  In the above aspect, the deceleration timing is set according to whether the passenger includes an infant, an elderly person, a pregnant woman, or an injured person. For example, when the passenger includes an infant, etc. Can urge the driver to decelerate more slowly from the front, so that the passenger's comfort is not impaired.

  A driving support apparatus according to an aspect of the present application includes a biological information acquisition unit that acquires biological information of the occupant, the occupant information includes biological information acquired by the biological information acquisition unit, and the setting unit includes The deceleration timing is set based on the biological information.

  In the above aspect, since the deceleration timing is set based on the occupant's biological information, for example, when it can be determined that the passenger is sleeping based on the biological information, the driver is required to decelerate more slowly from the front. The passenger's comfort can be prevented from being impaired.

  A driving support apparatus according to an aspect of the present application includes a specifying unit that specifies the occupant, the occupant information includes information on an occupant specified by the specifying unit, and the setting unit is an occupant specified by the specifying unit. The deceleration timing is set according to the above.

  In the above aspect, since the deceleration timing is set according to the specified occupant, it is possible to set the deceleration timing for each driver, for example, and the driver can be notified of the deceleration timing with a little uncomfortable feeling. .

  In the driving support device according to one aspect of the present application, the notification unit notifies at a timing when the vehicle should start deceleration.

  In the above aspect, the driver is notified of the timing for starting deceleration.

  In the driving assistance apparatus according to one aspect of the present application, the notification unit notifies at a timing before the timing at which the vehicle should start deceleration.

  In the above aspect, the driver can be prepared to start deceleration.

  In the driving support device according to one aspect of the present application, the traffic information includes information related to a transition of a light color of a traffic light or information related to occurrence of a traffic jam or an accident.

  In the above aspect, it is possible to determine whether or not deceleration is necessary based on the light color transition of the traffic light or the occurrence of a traffic jam or an accident.

  A computer program according to one aspect of the present application acquires traffic information to a computer, acquires occupant information regarding an occupant riding in the vehicle, and based on the traffic information acquired during the traveling of the vehicle, It is a computer program for executing a process of setting a deceleration timing according to acquired occupant information when it is determined whether deceleration is necessary and it is determined that deceleration is necessary.

  In the above aspect, when it is determined that deceleration is necessary based on the traffic information acquired while the vehicle is running, the deceleration timing corresponding to the passenger on the vehicle is set. By notifying the occupant, discomfort associated with sudden deceleration or the like can be reduced.

Hereinafter, the present invention will be specifically described with reference to the drawings showing embodiments thereof.
(Embodiment 1)
FIG. 1 is an explanatory diagram for explaining a driving support system according to the first embodiment. The driving support system according to the first embodiment decelerates the driver of the vehicle C when the vehicle C needs to stop at the stop line SL along with the light color transition (for example, transition from blue to red) of the traffic light TS. It is a system for prompting. In the present application, one of the features is that the deceleration timing is set based on the information of the occupant in the vehicle C. In the first embodiment, when the passenger of the vehicle C is only the driver, the driver and the passenger are included in the passenger of the vehicle C, and the infant is included in the passenger of the vehicle C. The form which makes different is demonstrated.

  In the first embodiment, information relating to the light color transition of the traffic light TS (hereinafter referred to as light color transition information) is acquired from the traffic light TS or a beacon or roadside device installed in the vicinity of the traffic light TS and mounted on the vehicle C. The driving assistance ECU 100 (see FIG. 2) determines whether deceleration is necessary. The driving support ECU 100 determines that there is a possibility that the vehicle C may not pass through the intersection until the light color of the traffic light TS changes from blue (or yellow) to red based on information such as the acquired light color transition information. If so, it is determined that deceleration is necessary.

  The driving assistance ECU 100 acquires information on the passengers who are in the vehicle C, and sets the deceleration timing to T1 when the passengers of the vehicle C are only the driver. Here, the deceleration timing T1 is calculated by the driving assistance ECU 100 using information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, and the remaining time until the lamp color of the traffic light TS changes to red. It is timing.

  In addition, the driving assistance ECU 100 obtains information on the passengers who are in the vehicle C, and sets the deceleration timing to T2 when the passengers of the vehicle C are the driver and the adult passenger (not including infants). To do. Here, the deceleration timing T2 is earlier than the deceleration timing T1. The driving assistance ECU 100 can decelerate from the front as compared with the case of the deceleration timing T1 by informing the driver of the deceleration timing T2 and prompting the deceleration, so that it is possible to avoid sudden deceleration, Discomfort for passengers can be reduced.

  Further, the driving support ECU 100 acquires information on the passengers who are in the vehicle C, and sets the deceleration timing to T3 when the passengers of the vehicle C are the driver and the passengers of adults and infants. Here, the deceleration timing T3 is earlier than the deceleration timing T2. The driving assistance ECU 100 notifies the driver of the deceleration timing T3 and prompts the driver to decelerate, so that the driver assistance ECU 100 can decelerate more slowly than before in the case of the deceleration timings T1 and T2, thus avoiding sudden deceleration. And passenger discomfort can be reduced.

  FIG. 2 is a block diagram showing a schematic configuration of the driving support system according to the first embodiment. The driving support system according to the present embodiment includes a driving support ECU 100 provided at an appropriate position of the vehicle C, an out-of-vehicle communication device 11 connected to the driving support ECU 100, a navigation device 12, a vehicle speed sensor 13, a seating sensor 14, and a biological sensor. 15, an in-vehicle camera 16, an out-of-vehicle camera 17, an LED lamp 18, and the like.

  The out-of-vehicle communication device 11 is a communication device for communicating with an out-of-vehicle communication device such as a beacon or a roadside device installed around a road, and is provided at, for example, information related to the light color transition of the traffic light TS. Information on the distance to the stop line SL, information on occurrence of traffic jams or accidents, and the like are acquired. In addition, the communication apparatus 11 outside a vehicle may communicate with an external communication apparatus via portable communication terminals, such as a smart phone which the passenger | crew of the vehicle C has.

  The navigation device 12 is a device that provides navigation information to the driver, and includes a receiving unit 121 that receives GPS signals (GPS: Global Positioning System), a display unit 122 that displays information, an audio output unit 123 that outputs audio, An operation unit 124 or the like that receives the operation of the passenger is provided. The navigation device 12 provides various types of information on the display unit 122 based on information such as GPS signals received by the receiving unit 121 and outputs voice from the voice output unit 123 to provide navigation information to the driver. To do.

  The vehicle speed sensor 13 is a sensor that measures the traveling speed (vehicle speed) of the vehicle C. The vehicle speed sensor 13 outputs the measured vehicle speed to the driving assistance ECU 100.

  The seating sensor 14 is a sensor for detecting the seating state of the occupant. The seating sensor 14 is provided in a seat of each seat such as a driver seat, a passenger seat, and a rear seat of the vehicle C, and detects the seating state of the occupant for each seat based on the weight or pressure applied to the seat. Then, a signal indicating the detection result is output to the driving support ECU 100. The seating sensor 14 may output a signal indicating the value of the weight or pressure applied to the seat to the driving support ECU 100 together with the detection result.

  In the present embodiment, a configuration for detecting the presence or absence of a passenger based on the detection result of the seating sensor 14 will be described, but the passenger is replaced by a buckle switch or the like that detects the attachment / detachment of a seat belt instead of the seating sensor 14. The presence or absence of may be detected.

  The biometric sensor 15 is a vein sensor, a fingerprint sensor, a pulse meter, a heart rate monitor, an electroencephalograph, or the like, detects biometric information of an occupant on the vehicle C, and outputs a detection result to the driving support ECU 100. The vein sensor detects a vein pattern, for example, by imaging the finger or the palm of the hand with near-infrared light. The fingerprint sensor detects a fingerprint by analyzing a finger image taken by a camera, for example. The pulse meter measures, for example, a time interval between two consecutive pulses, and detects the number of pulses per unit time. For example, the heart rate meter measures the time interval between two consecutive heart beats, and detects the number of heart beats per unit time. An electroencephalograph detects the state of an electric field (electroencephalogram) or cerebral blood flow caused by a weak current flowing in a nerve cell in the brain.

  In the present embodiment, a configuration in which the biometric sensor 15 is connected to the driving assistance ECU 100 will be described. However, biometric information is detected using a portable communication terminal such as a smartphone carried by an occupant, and the detection result by the portable communication terminal is detected. It is good also as a structure which driving assistance ECU100 acquires.

  The in-vehicle camera 16 is an imaging device that images the interior of the vehicle C. The in-vehicle camera 16 is installed at an appropriate position in the vehicle so that passengers including the driver can be imaged, and outputs video data obtained by imaging to the driving support ECU 100.

  The vehicle outside camera 17 is an imaging device that images the periphery of the vehicle C. The vehicle exterior camera 17 is installed at an appropriate position of the vehicle C so as to capture the front, side, rear, and the like of the vehicle C, and outputs video data obtained by imaging to the driving support ECU 100.

  The LED lamp 18 is provided on a dashboard or an instrument panel of the vehicle C, and is configured to perform switching between lighting and extinguishing and switching between lamp colors by lighting control from the driving support ECU 100. . In the present embodiment, the timing at which the driver should decelerate is notified by controlling the lighting of the LED lamp 18.

  The driving support ECU 100 includes, for example, a control unit 101, a storage unit 102, an input / output unit 103, and a communication unit 104.

  The control unit 101 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and the driving support ECU 100 executes the control program stored in the ROM. A function of controlling the operation of the hardware provided, a function of determining the necessity of deceleration based on the traffic information received through the external communication device 11, and a function of setting a deceleration timing based on information of a passenger on the vehicle C And so on. The RAM in the control unit 101 temporarily stores data generated during execution of the control program. Note that the control unit 101 may have functions such as a timer that measures an elapsed time from when a measurement start instruction is given to when a measurement end instruction is given, and a counter that counts the number.

  The memory | storage part 102 is comprised by non-volatile memories, such as EEPROM (Electronically Erasable Programmable Read Only Memory), for example, and memorize | stores the identification information etc. which identify the driving assistance ECU100.

  The input / output unit 103 includes an interface for connecting the vehicle communication device 11, the navigation device 12, the vehicle speed sensor 13, the seating sensor 14, the biological sensor 15, the vehicle camera 16, the vehicle camera 17, the LED lamp 18, and the like.

  The communication unit 104 includes, for example, a CAN (Controller Area Network) communication interface, and is communicably connected to another ECU (not shown) via a communication network such as CAN. The communication unit 104 transmits / receives various data to / from other ECUs according to a protocol such as a CAN protocol.

  In the present embodiment, devices such as the vehicle exterior communication device 11, the navigation device 12, the vehicle speed sensor 13, the seating sensor 14, the biological sensor 15, the vehicle interior camera 16, the vehicle exterior camera 17, and the LED lamp 18 are connected to the driving support ECU 100. Although configured, these devices may be connected to other ECUs and the driving support ECU 100 may communicate with the other ECUs to acquire data from each device.

Hereinafter, the operation of the driving assistance ECU 100 according to the first embodiment will be described.
FIG. 3 is a flowchart for explaining the operation procedure of the driving assistance ECU 100 according to the first embodiment. The control unit 101 of the driving assistance ECU 100 determines whether or not deceleration is necessary at an appropriate timing while the vehicle C is traveling (step S101). At this time, the control unit 101 acquires the light color transition information of the traffic light TS on the extension of the traveling direction of the vehicle C and the distance information to the stop line SL through the external communication device 11 connected to the input / output unit 103. At the same time, the vehicle speed information of the vehicle C is acquired from the vehicle speed sensor 13. Then, based on the acquired lamp color transition information, distance information, and vehicle speed information, the control unit 101 determines whether the vehicle C can pass through the intersection until the lamp color of the traffic light TS changes from blue (or yellow) to red. By determining whether or not, it is determined whether deceleration is necessary. In addition, the necessity determination of the deceleration accompanying the light color transition of the traffic light TS is not limited to the above-described method, and a known method can be used.

  When it is determined that deceleration of the vehicle C is unnecessary (S101: NO), the control unit 101 ends the process according to this flowchart.

  When it is determined that deceleration of the vehicle C is necessary (S101: YES), the control unit 101 determines whether there is a passenger in the vehicle C (step S102). For example, the control unit 101 can determine the presence or absence of a passenger by acquiring a signal indicating the detection result of the seating sensor 14 through the input / output unit 103. That is, when the seating sensor 14 detects that an occupant is seated on a seat other than the driver's seat, the control unit 101 can determine that a passenger is present. Further, when the seating sensor 14 detects that an occupant is seated only in the driver's seat, the control unit 101 can determine that no passenger is present.

  When it is determined that there is no passenger (S102: NO), the control unit 101 sets a deceleration timing T1 as a timing at which the vehicle C should start deceleration (step S103). Here, the control unit 101 uses, for example, information set in advance using information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, and the remaining time until the lamp color of the traffic light TS changes to red. The deceleration timing T1 is calculated using an equation.

When it is determined that a passenger is present (S102: YES), the control unit 101 determines whether the passenger includes an infant (step S104). For example, the control unit 101 acquires the value of the weight or pressure applied to the seat of the seat detected by the seating sensor 14 through the input / output unit 103, and based on the acquired weight or pressure value, the control unit 101 informs the passenger of the infant (for example, It is possible to determine whether or not pre-school children are included. At this time, the control unit 101 compares the weight or pressure value acquired from the seating sensor 14 with a preset threshold value (for example, a threshold value calculated based on the average weight of the child at the time of schooling). It can be determined that an infant is included, and if it is equal to or greater than the threshold, it can be determined that no infant is included.
Further, the control unit 101 may analyze the video data obtained from the in-vehicle camera 16 and determine whether or not the passenger includes an infant.

  When it is determined that the passenger does not include an infant (S104: NO), the control unit 101 sets a deceleration timing T2 as a timing at which the vehicle C should start deceleration (step S105). Here, the control part 101 sets the deceleration timing T2 which starts deceleration from before this deceleration timing T1. For example, in the same manner as described above, using a calculation formula set in advance using information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, and the remaining time until the lamp color of the traffic light TS changes to red. The deceleration timing T1 is calculated, and the deceleration timing T2 is set by subtracting the predetermined value α from the deceleration timing T1.

  When it is determined that the passenger includes an infant (S104: YES), the control unit 101 sets a deceleration timing T3 as a timing at which the vehicle C should start deceleration (step S106). Here, the control unit 101 sets a deceleration timing T3 for decelerating further before the deceleration timing T2. For example, in the same manner as described above, using a calculation formula set in advance using information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, and the remaining time until the lamp color of the traffic light TS changes to red. The deceleration timing T1 is calculated, and the deceleration timing T3 is set by subtracting a predetermined value β (β> α) from the deceleration timing T1.

  Next, the control unit 101 notifies the deceleration timing set in step S103, S105, or S106 (step S107). Here, the control unit 101 can notify the driver of each deceleration timing by turning on the LED lamp 18 at the timing when the vehicle C should start decelerating.

  In addition, the control unit 101 controls the LED lamp 18 at each of the timing at which the light color transition information of the traffic light TS is received, the timing just before the light color of the traffic light TS switches to red, and the timing at which the vehicle C should start to decelerate. You may control to light up in blue, yellow, and red.

  Moreover, the control part 101 is good also as a structure which alert | reports each deceleration timing to a driver | operator by performing control which displays character information on the display part 122 with which the navigation apparatus 12 is provided.

  Furthermore, the control part 101 is good also as a structure which alert | reports each deceleration timing to a driver | operator by performing control which outputs the audio | voice to the audio | voice output part 123 with which the navigation apparatus 12 is provided. At this time, the control unit 101 may notify the display unit 122 or the audio output unit 123 that the deceleration should be started from the current time at the timing at which the deceleration should be started. At this timing, the display unit 122 or the audio output unit 123 may notify that the deceleration should be started after n seconds (n is 5 for example).

  Furthermore, when a vibrator is mounted on the handle or shift lever of the vehicle C, the control unit 101 may notify the driver of the deceleration timing by vibrating the vibrator.

  As described above, in the first embodiment, the vehicle C has a different deceleration timing depending on whether a passenger is present and, if a passenger is present, whether the passenger includes an infant. Can be made. As a result, when there is a passenger or when the passenger includes an infant, the passenger can be decelerated more slowly from the front, and passenger comfort can be maintained.

  In the present embodiment, it is configured to determine whether or not deceleration is necessary based on the light color transition information of the traffic light TS in step S101. However, information related to the occurrence of a traffic jam or an accident is acquired from the out-of-vehicle communication device 11. The necessity of deceleration of the vehicle C may be determined based on these pieces of information.

  In the present embodiment, it is determined whether or not the passenger includes an infant in step S104. However, the present invention is not limited to an infant, and includes whether the passenger includes an elderly person, a pregnant woman, a sick person, and the like. It may be judged. For example, the control unit 101 may analyze the video data obtained from the in-vehicle camera 16 and determine whether the passenger includes an elderly person, a pregnant woman, or a sick person. It is good also as a structure which receives selection of whether an elderly person, a pregnant woman, or a sick person is included through the part 124.

(Embodiment 2)
In the second embodiment, a configuration in which the deceleration timing is switched based on the biological information of the passenger riding in the vehicle C will be described.
In addition, since the whole structure of a driving assistance system is the same as that of Embodiment 1, the description is abbreviate | omitted.

  FIG. 4 is a flowchart for explaining the operation procedure of the driving assistance ECU 100 according to the second embodiment. The control unit 101 of the driving assistance ECU 100 determines whether or not deceleration is necessary at an appropriate timing while the vehicle C is traveling (step S201). The determination as to whether or not deceleration is required is the same as in the first embodiment. For example, it is determined whether or not the vehicle C can pass the intersection before the light color of the traffic light TS changes from blue (or yellow) to red. As a result, the necessity of deceleration is determined.

  When it is determined that deceleration of the vehicle C is unnecessary (S201: NO), the control unit 101 ends the process according to this flowchart.

  When it is determined that deceleration of the vehicle C is necessary (S201: YES), the control unit 101 determines whether there is a passenger in the vehicle C (step S202). For example, the control unit 101 can determine the presence or absence of a passenger by acquiring a signal indicating the detection result of the seating sensor 14 through the input / output unit 103.

  When it is determined that no passenger is present (S202: NO), the control unit 101 sets a deceleration timing T1 as a timing at which the vehicle C should start deceleration (step S203). Here, the control unit 101 uses the information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, the remaining time until the lamp color of the traffic light TS changes to red, and the like to calculate a preset arithmetic expression. Using this, the deceleration timing T1 is calculated.

  When it is determined that a fellow passenger exists (S202: YES), the control unit 101 determines whether or not the fellow passenger is sleeping (step S204). For example, the control unit 101 can determine whether or not the passenger is sleeping using the detection results of the biosensor 15 such as a pulse meter, a heart rate monitor, and an electroencephalograph. Moreover, the control part 101 is good also as a structure which analyzes the video data obtained from the vehicle camera 16 and judges whether a passenger is sleeping.

  When it is determined that the passenger is not sleeping (S204: NO), the control unit 101 sets a deceleration timing T2 as a timing at which the vehicle C should start decelerating (step S205). Here, the control part 101 sets the deceleration timing T2 which starts deceleration from before this deceleration timing T1. For example, in the same manner as described above, using a calculation formula set in advance using information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, and the remaining time until the lamp color of the traffic light TS changes to red. The deceleration timing T1 is calculated, and the deceleration timing T2 is set by subtracting the predetermined value α from the deceleration timing T1.

  When it is determined that the passenger is sleeping (S204: YES), the control unit 101 sets a deceleration timing T3 as a timing at which the vehicle C should start decelerating (step S206). Here, the control unit 101 sets a deceleration timing T3 for decelerating further before the deceleration timing T2. For example, in the same manner as described above, using a calculation formula set in advance using information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, and the remaining time until the lamp color of the traffic light TS changes to red. The deceleration timing T1 is calculated, and the deceleration timing T3 is set by subtracting a predetermined value β (β> α) from the deceleration timing T1.

  Next, the control unit 101 notifies the deceleration timing set in step S203, S205, or S206 (step S207). Here, the control unit 101 can notify the driver of each deceleration timing by turning on the LED lamp 18 at the timing when the vehicle C should start decelerating.

  In addition, the control unit 101 controls the LED lamp 18 at each of the timing at which the light color transition information of the traffic light TS is received, the timing just before the light color of the traffic light TS switches to red, and the timing at which the vehicle C should start to decelerate. You may control to light up in blue, yellow, and red.

  Moreover, the control part 101 is good also as a structure which alert | reports each deceleration timing to a driver | operator by performing control which displays character information on the display part 122 with which the navigation apparatus 12 is provided.

  Furthermore, the control part 101 is good also as a structure which alert | reports each deceleration timing to a driver | operator by performing control which outputs the audio | voice to the audio | voice output part 123 with which the navigation apparatus 12 is provided. At this time, the control unit 101 may notify the display unit 122 or the audio output unit 123 that the deceleration should be started from the current time at the timing at which the deceleration should be started. At this timing, the display unit 122 or the audio output unit 123 may notify that the deceleration should be started after n seconds (n is 5 for example).

  Furthermore, when a vibrator is mounted on the handle or shift lever of the vehicle C, the control unit 101 may notify the driver of the deceleration timing by vibrating the vibrator.

  As described above, in the second embodiment, the deceleration timing of the vehicle C is made different depending on whether or not a passenger is present and, if there is a passenger, whether or not the passenger is sleeping. be able to. As a result, when the passenger is present or when the passenger is sleeping, it is possible to decelerate more slowly from the front, and the comfort of the passenger can be maintained.

(Embodiment 3)
In the third embodiment, a configuration in which an occupant riding in the vehicle C is specified and the deceleration timing is switched according to the occupant will be described.
In addition, since the whole structure of a driving assistance system is the same as that of Embodiment 1, the description is abbreviate | omitted.

  FIG. 5 is a flowchart for explaining the operation procedure of the driving assistance ECU 100 according to the third embodiment. The control unit 101 of the driving assistance ECU 100 determines whether or not deceleration is necessary at an appropriate timing while the vehicle C is traveling (step S301). The determination as to whether or not deceleration is required is the same as in the first embodiment. For example, it is determined whether or not the vehicle C can pass the intersection before the light color of the traffic light TS changes from blue (or yellow) to red. As a result, the necessity of deceleration is determined.

  When it is determined that deceleration of the vehicle C is unnecessary (S301: NO), the control unit 101 ends the process according to this flowchart.

  When it is determined that deceleration of the vehicle C is necessary (S301: YES), the control unit 101 performs personal authentication, for example, and identifies an occupant (step S302). At this time, the control unit 101 may identify an occupant by comparing a vein pattern or fingerprint obtained from the biosensor 15 such as a vein sensor or a fingerprint sensor with a vein pattern or fingerprint of an occupant registered in advance. In addition, the control unit 101 may perform face authentication based on video data obtained from the in-vehicle camera 16 and specify an occupant. Furthermore, it is good also as a structure which inputs the information which can identify a passenger | crew through the operation part 124 with which the navigation apparatus 12 is provided, and may identify a passenger | crew based on the information obtained from portable side communication terminals, such as a smart phone which a passenger | crew possesses. Note that only the driver may be specified as the occupant.

  Next, the control unit 101 sets a deceleration timing according to the identified occupant (step S303). For example, as described above, the control unit 101 sets in advance using information such as the speed of the vehicle C, the distance from the vehicle C to the stop line SL, and the remaining time until the lamp color of the traffic light TS changes to red. The deceleration timing can be set by calculating the deceleration timing T1 using the calculated equation and subtracting or adding a predetermined constant γ according to the passenger.

  Next, the control unit 101 notifies the set deceleration timing (step S304). Here, the control unit 101 can notify the driver of each deceleration timing by turning on the LED lamp 18 at the timing when the vehicle C should start decelerating.

  In addition, the control unit 101 controls the LED lamp 18 at each of the timing at which the light color transition information of the traffic light TS is received, the timing just before the light color of the traffic light TS switches to red, and the timing at which the vehicle C should start to decelerate. You may control to light up in blue, yellow, and red.

Moreover, the control part 101 is good also as a structure which alert | reports each deceleration timing to a driver | operator by performing control which displays character information on the display part 122 with which the navigation apparatus 12 is provided.
Furthermore, the control part 101 is good also as a structure which alert | reports each deceleration timing to a driver | operator by performing control which outputs the audio | voice to the audio | voice output part 123 with which the navigation apparatus 12 is provided. At this time, the control unit 101 may notify the display unit 122 or the audio output unit 123 that the deceleration should be started from the current time at the timing at which the deceleration should be started. At this timing, the display unit 122 or the audio output unit 123 may notify that the deceleration should be started after n seconds (n is 5 for example).

  Furthermore, when a vibrator is mounted on the handle or shift lever of the vehicle C, the control unit 101 may notify the driver of the deceleration timing by vibrating the vibrator.

  As described above, in the third embodiment, since the deceleration timing can be switched according to the occupant, it is possible to prompt deceleration at a timing at which the driver can easily drive, for example. Further, when a specific passenger is in the vehicle, it is possible to control the vehicle to decelerate more slowly from the front, and the passenger's comfort can be maintained.

  The embodiment disclosed this time is to be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the meanings described above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  For example, in the first to third embodiments, the driving support ECU 100 mounted on the vehicle C is configured to determine the necessity of deceleration and set the deceleration timing. The occupant information in C may be acquired by an external server, and the external server may determine whether the vehicle C needs to be decelerated and set the deceleration timing.

C vehicle TS traffic light SL stop line 11 vehicle communication device 12 navigation device 13 vehicle speed sensor 14 seating sensor 15 biological sensor 16 vehicle camera 17 vehicle camera 17 LED lamp 100 driving support ECU
DESCRIPTION OF SYMBOLS 101 Control part 102 Memory | storage part 103 Input / output part 104 Communication part 121 Reception part 122 Display part 123 Audio | voice output part 124 Operation part

Claims (9)

A driving support device,
A receiver for receiving traffic information;
An acquisition unit for acquiring occupant information relating to an occupant riding in the vehicle;
A determination unit that determines whether or not the vehicle needs to be decelerated based on traffic information received while the vehicle is traveling;
When it is determined that deceleration is necessary, a setting unit that sets deceleration timing according to occupant information acquired by the acquisition unit;
A driving support device comprising: a notification unit that notifies the deceleration timing set by the setting unit. It has a detection unit that detects the presence or absence of a passenger,
The occupant information includes a detection result of the detection unit,
The driving support device according to claim 1, wherein the setting unit varies the deceleration timing according to the presence or absence of a passenger. When the detection unit detects the presence of a passenger, the determination unit includes a determination unit that determines whether the passenger includes an infant, an elderly person, a pregnant woman, or an injured person,
The driving support device according to claim 2, wherein when it is determined that the passenger includes an infant, an elderly person, a pregnant woman, or a sick person, the setting unit further changes the deceleration timing. A biological information acquisition unit for acquiring biological information of the occupant,
The occupant information includes biological information acquired by the biological information acquisition unit,
The driving support device according to any one of claims 1 to 3, wherein the setting unit sets the deceleration timing based on the biological information. A specific part for identifying the occupant,
The occupant information includes information on the occupant specified by the specifying unit,
The driving support device according to any one of claims 1 to 4, wherein the setting unit sets the deceleration timing according to an occupant specified by the specifying unit. The driving support device according to any one of claims 1 to 5, wherein the notification unit notifies at a timing at which the vehicle should start deceleration. The driving support device according to any one of claims 1 to 5, wherein the notification unit notifies at a timing before the timing at which the vehicle should start deceleration. The driving support device according to any one of claims 1 to 7, wherein the traffic information includes information related to a light color transition of a traffic light or information related to occurrence of a traffic jam or an accident. On the computer,
Get traffic information,
Acquire occupant information related to occupants in the vehicle,
Based on the traffic information acquired while the vehicle is running, determine whether the vehicle needs to be decelerated,
A computer program for executing processing to set the deceleration timing according to the acquired occupant information when it is determined that deceleration is necessary.

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