JP2019082832A - Driving assistance device and computer program - Google Patents

Abstract

To provide a driving assistance device and computer program, which can make a user clearly recognize whether driving assistance is currently available or not.SOLUTION: A driving assistance device is configured to acquire TSPS data transmitted from an optical beacon 3 installed over a road on which a vehicle is traveling, set up an assistance interval in which TSPS data-based driving assistance is provided to the vehicle, and, when the vehicle is within the assistance interval, determine whether the TSPS data-based driving assistance is available or not and display a go-live icon 54 showing a determination result on a liquid crystal display 15 mounted in the vehicle.SELECTED DRAWING: Figure 27

Description

  The present invention relates to a travel support device and a computer program for providing travel support for a vehicle passing an intersection.

  2. Description of the Related Art In recent years, in many cases, a navigation device is mounted on a vehicle, which provides travel guidance of the vehicle and allows a driver to easily arrive at a desired destination. Here, the navigation device detects the current position of the vehicle with a GPS receiver or the like, acquires map data corresponding to the current position through a recording medium such as a DVD-ROM or HDD or through a network, and displays it on the liquid crystal monitor A device that can Furthermore, such a navigation device is provided with a route search function for searching for an optimum route from the vehicle position to the destination when a desired destination is input, and the searched optimum route is set as a guide route, and displayed. A guidance route is displayed on the screen, and voice guidance is provided when approaching an intersection, etc., thereby reliably guiding the user to a desired destination. Also, in recent years, some mobile phones, smart phones, tablet terminals, personal computers and the like have the same function as the above navigation device.

  In addition to the support for traveling along the route, the navigation apparatus and the like have also been proposed to support the travel of the route safely and comfortably. For example, in Japanese Patent Application Laid-Open No. 2015-1917, information on a warning target point such as a traffic signal or a stop line in the traveling direction of a vehicle is acquired from an optical beacon installed on a road, and a warning is given in front of the warning target point. It is proposed about the technology to perform.

JP, 2015-1917, A (page 5-8)

  Here, in the case of providing information on an intersection such as a traffic light from an optical beacon as in the above-mentioned Patent Document 1 conventionally, the provided information is several hundred meters from the installation position of the optical beacon (that is, the vehicle position at the time of receiving information) It was limited to a range of information (e.g. around 500 m for conventional DSSS light beacons). However, in recent years, attempts have been made to provide a wider range of information.

  For example, it is possible to provide information in the range of several kilometers from the current position of the vehicle, but in the case of providing such a wide range of information, the reliability of the information may be lost. However, conventionally, when the vehicle is located within the provision range of information, travel support based on the provided information has been performed regardless of the reliability of the information provided from the light beacon. As a result, there is a possibility that accurate driving support can not be implemented.

  On the other hand, if driving support is not performed in a situation where the reliability of the information is impaired, there is a problem that the user can not clearly grasp whether the driving support can or can not be performed. there were. As a result, even if the driving support can not be performed, there is a possibility that the user travels in a state in which the driving support is misunderstood.

  The present invention has been made to solve the above-mentioned conventional problems, and while making it possible to not provide driving support in a situation where the reliability of intersection information transmitted from an information source is impaired. An object of the present invention is to provide a travel support device and a computer program that make it possible for a user to clearly grasp whether or not a travel support can be currently performed.

  In order to achieve the above object, a driving support apparatus according to the present invention is transmitted from an information transmission source installed on a road on which the vehicle travels, and provided from the information transmission source along a predetermined route in the traveling direction of the vehicle. Intersection information acquisition means for acquiring intersection information which is information related to a plurality of intersections, and a support target section which is a target for performing vehicle travel support based on the acquired intersection information when the intersection information is acquired Support target section setting means, support execution determination means for determining whether or not the travel support can be performed based on the intersection information when the vehicle is located in the support target section, and support execution determination means Identification information display means for displaying on the display device mounted on the vehicle identification information indicating the determination result of the vehicle, and the intersection information when the vehicle is located in the support target section If it is determined that the state capable of performing the driving assistance based on, having a driving support means for performing driving support of the vehicle traveling the assistance subject zone on the basis of the intersection information.

  Further, a computer program according to the present invention is a program for providing driving support for a vehicle passing through an intersection. Specifically, the computer is transmitted from an information transmission source installed on a road on which the vehicle travels, and information from a plurality of intersections provided along a predetermined route in the traveling direction of the vehicle from the information transmission source Intersection information acquisition means for acquiring certain intersection information, and support target section setting means for setting an assistance target section for performing vehicle travel support based on the acquired intersection information when the intersection information is acquired; Support execution determination means for determining whether or not the travel support can be performed based on the intersection information when the vehicle is located in the support target section; identification information indicating the determination result of the support execution determination means Identification information display means for displaying on the display device mounted on the vehicle, and the driving assistance based on the intersection information when the vehicle is located in the assistance target section If it is determined that the state can be performed, and driving support means for performing driving support of the vehicle traveling the assistance subject zone on the basis of the intersection information, to to function.

  According to the travel support device and the computer program of the present invention having the above configuration, even when the vehicle is located in the support target section, the reliability of the intersection information transmitted from the information source is impaired, etc. In situations where it is inappropriate to provide driving support, accurate driving support can be implemented by not performing driving support. On the other hand, since the identification information indicating the determination result as to whether or not the driving support based on the intersection information can be performed is displayed on the display device mounted on the vehicle, it is currently the state where the driving support can be performed It is also possible to make the user clearly grasp the

BRIEF DESCRIPTION OF THE DRAWINGS It is the schematic block diagram which showed the driving assistance system which concerns on this embodiment. It is a figure explaining TSPS data. It is a block diagram showing composition of a navigation device concerning this embodiment. It is a flowchart of the 1st driving assistance processing program which concerns on this embodiment. It is a figure showing the run guidance screen displayed on a liquid crystal display immediately after service in. It is a figure showing the change mode of the service in icon immediately after service in. It is a flowchart of the sub processing program of the assistance object area setting process which concerns on this embodiment. It is a figure explaining the way direction at an intersection. It is a figure explaining the straight advance direction in an intersection. It is a figure explaining the way route from the present position of a vehicle. It is the figure which showed the example in case the route prescribed | regulated by TSPS data and the route route which a navigation apparatus specify do not correspond. It is a figure explaining the setting method of a support object area. It is a figure explaining the setting method of a support object area. It is a figure explaining the setting method of a support object area. It is a flow chart of the 2nd driving support processing program concerning this embodiment. It is a figure showing an example of run support of vehicles based on TSPS data. It is a figure showing an example of run support of vehicles based on TSPS data. It is a flowchart of the sub processing program of the service out determination processing which concerns on this embodiment. This is an example of guidance when the vehicle is out of service. This is an example of guidance when the vehicle is out of service. This is an example of guidance when the vehicle is out of service. This is an example of guidance when the vehicle is out of service. This is an example of guidance when the vehicle is out of service. It is a flowchart of the sub-processing program of assistance target area addition processing which concerns on this embodiment. It is the figure which showed the example in which a support object area is added and set. It is a flowchart of the sub processing program of the service icon update process which concerns on this embodiment. It is the figure which showed the switching aspect of the service in icon in driving | running | working of a support object area.

  Hereinafter, based on one embodiment which materialized a run supporting device concerning the present invention to a navigation device, it explains in detail, referring to drawings. First, a schematic configuration of a driving support system 2 including the navigation device 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration view showing a driving support system 2 according to the present embodiment.

  As shown in FIG. 1, a driving support system 2 according to the present embodiment includes an optical beacon 3 as an information source installed on a road and transmitting a TSPS (Traffic Signal Prediction Systems), and a vehicle 4 traveling on the road. And the navigation device 1 which is a communication terminal mounted on the vehicle 4 basically.

  Here, the light beacons 3 are arranged at predetermined intervals with respect to a predetermined installation target road, and provide the transmitted TSPS data to the vehicle 4 passing immediately below the light beacons 3. Here, the TSPS data is data used for the signal information utilizing driving support system (TSPS), and is provided along a predetermined route from the installation position of the light beacon 3 to the traveling direction of the road in this embodiment. Intersection information on multiple intersections. For example, as shown in FIG. 2, when the light beacon 3 is installed, intersection information on each of the intersections 1 to N provided along the predetermined route 5 from the position of the light beacon 3 in the traveling direction of the road. As TSPS data. The range in which the intersections 1 to N to be provided with information is included is, for example, several kilometers, but it may be longer or shorter than that. Further, the intersection information includes information on lighting patterns of traffic lights installed at each of the intersections 1 to N, coordinates of the intersection, and positions of stop lines.

  In addition, a road to be installed on which the optical beacon 3 is installed basically corresponds to a high standard road such as a national road. In addition, although the route 5 is basically a route that travels the same road (for example, National Route xxx), it may be a route that travels across different types of roads. Basically, it is desirable to set a route that is estimated to be most likely to travel the vehicle that has passed immediately below the light beacon 3 thereafter. For example, it is possible to use a route traveling along a straight direction or a road direction. The route 5 can be set as appropriate in consideration of the surrounding road shape and traffic conditions at the TSPS data provider.

  Further, when traveling on the road, the vehicle 4 receives TSPS data transmitted from the light beacon 3 installed on the road, using a receiver. Then, the driving assistance based on the received TSPS data is performed using the navigation device 1 mounted. As described above, the TSPS data of the present embodiment is intersection information related to an intersection, and the travel support relates to travel support related to the intersection. For example, guidance for passing through an intersection so as not to stop at a traffic light, deceleration guidance when it is necessary to stop at an intersection, and the like are performed.

  On the other hand, the navigation device 1 is mounted on the vehicle 4 and displays a map around the vehicle position based on the stored map data and the map data acquired by communication, or displays the current position of the vehicle on the map image , And an on-vehicle device that provides movement guidance along the set guidance route. In particular, in the present embodiment, travel support for the vehicle 4 is also performed based on the TSPS data received from the light beacon 3. The details of the navigation device 1 will be described later.

  Next, the schematic configuration of the navigation device 1 will be described with reference to FIG. 3. FIG. 3 is a block diagram schematically showing a control system of the navigation device which is the navigation device 1 according to the present embodiment.

  As shown in FIG. 1, the navigation device 1 according to the present embodiment includes a current position detection unit 11 for detecting the current position of a vehicle equipped with the navigation device 1, and a data recording unit 12 in which various data are recorded. A navigation ECU 13 that performs various arithmetic processing based on the input information, an operation unit 14 that receives an operation from the user, and a liquid crystal display 15 that displays information on a map and a guide route around the vehicle to the user. , A speaker 16 for outputting voice guidance regarding route guidance, a DVD drive 17 for reading a DVD as a storage medium, an information center such as a probe center or VICS (registered trademark: Vehicle Information and Communication System) center, and an optical beacon 3 And a communication module 18 for communicating between the two.

Below, each component which the navigation apparatus 1 has is demonstrated in order.
The current position detection unit 11 includes the GPS 21, the vehicle speed sensor 22, the steering sensor 23, the gyro sensor 24, and the like, and can detect the current position, direction, traveling speed of the vehicle, current time, and the like. . Here, in particular, the vehicle speed sensor 22 is a sensor for detecting the moving distance of the vehicle and the vehicle speed, generates a pulse according to the rotation of the drive wheel of the vehicle, and outputs a pulse signal to the navigation ECU 13. And navigation ECU13 calculates the rotational speed and moving distance of a driving wheel by counting the pulse which generate | occur | produces. The navigation device 1 does not have to include all the four types of sensors described above, and the navigation device 1 may be configured to include only one or more of these sensors (including the GPS 21).

  In addition, the data recording unit 12 reads a hard disk (not shown) as an external storage device and a recording medium, a map information DB 31 recorded on the hard disk, a distribution information DB 32, a predetermined program, etc. A recording head (not shown) which is a driver for writing is provided. The data recording unit 12 may be configured by a non-volatile memory, a memory card, or an optical disk such as a CD or a DVD instead of the hard disk. In addition, the map information DB 31 may be stored in an external server, and the navigation device 1 may acquire it by communication.

  Here, the map information DB 31 relates to, for example, link data 33 related to roads (links), node data 34 related to node points, intersection data 35 related to each intersection, search data used for processing related to a route search, and points such as facilities. The storage means stores point data, map display data for displaying a map, search data for searching a point, and the like.

  Further, as the link data 33, the width of the road to which the link belongs with respect to each link constituting the road, gradient distribution (height difference in elevation), heading, cant, bank, road surface condition, speed limit, road lane The data representing the number, the decreasing number of lanes, the narrowing position of the width, the crossing etc. is falling with respect to the corner, the data representing the radius of curvature, the intersection, the T-junction, the entrance and exit of the corner, etc. Data representing slopes, slopes, etc. are, with regard to road types, data representing expressways such as national highways, prefectural roads, narrow streets, etc., and expressways such as expressway national roads, urban expressways, general toll roads, toll bridges etc. It is recorded.

  Further, as the node data 34, coordinates (positions) of node points set for each predetermined distance according to a branch point of an actual road (including an intersection, a T-junction, etc.) and each road according to a curvature radius and the like A node attribute indicating whether a node is a node corresponding to an intersection, etc., a connected link number list which is a list of link numbers of links connected to the node, and an adjacency which is a list of node numbers of nodes adjacent to the node via the link A node number list, data on height (altitude) of each node point, etc. are recorded.

  Further, as the intersection data 35, corresponding node information for specifying a node forming the intersection, position coordinates of the intersection, connection link information for specifying a link connected to the intersection (hereinafter referred to as connection link), the intersection The connection angles of the links in the road, the installation situation of the traffic signal at the intersection and the regulation of suspension are stored. In addition, the road direction when passing an intersection is also predefined and stored for each intersection and each approach direction. However, it is not necessary to store the road direction every intersection and every approach direction.

  The distribution information DB 32 is a storage unit in which the TSPS data distributed from the light beacon 3 is stored. In the present embodiment, the TSPS data is intersection information related to a plurality of intersections provided along a predetermined route in the traveling direction from the light beacon 3 as shown in FIG. Further, as the intersection information, information of lighting patterns for specifying how to switch between the lighting state indicating that it is possible to advance and the lighting state indicating that it is not possible to advance, especially for the traffic light installed at the intersection, coordinates of the intersection, stop line Including the position of In addition, as to information on the lighting pattern of the traffic light, in particular, information indicating an expiration date as information is also included for each intersection. For example, in the case of a sensitive signal or a push-button signal, a button is pressed after transmission of information, or the vehicle stands by at a new intersection, resulting in a pattern different from the planned lighting pattern. Therefore, the information on the lighting pattern of such a traffic light is valid (reliable) information only in a very short time from the transmission time, and a short time limit (for example, 30 seconds from the transmission time) is set . In addition, in the traffic signals other than the sensitive signal and the push button signal, the expiration date is basically not set for the information on the lighting pattern (the expiration date is infinite). However, it is also possible to set no expiration date even for a sensitive signal or a push button signal.

  On the other hand, the navigation ECU (Electronic Control Unit) 13 is an electronic control unit that controls the entire navigation apparatus 1 and is a working memory when the CPU 41 as an arithmetic device and control device and the CPU 41 perform various arithmetic processing. In addition to the RAM 42 that stores route data etc. when a route is searched, and a program for control, a first driving support processing program (see FIG. 4) and a second driving support processing program An internal storage device such as a ROM 43 in which the program (see FIG. 15) and the like are recorded and a flash memory 44 for storing a program read from the ROM 43 is provided. The navigation ECU 13 has various means as a processing algorithm. For example, the intersection information acquisition means is an intersection that is transmitted from the light beacon 3 installed on the road on which the vehicle travels, and from the light beacon 3 is information on a plurality of intersections provided along a predetermined route in the traveling direction of the vehicle Get information. The support target section setting means sets a support target section which is a target for performing the travel support of the vehicle based on the acquired intersection information when the intersection information is acquired. The support implementation determination means determines whether or not the travel support based on the intersection information can be performed when the vehicle is located in the support target section. The identification information display means displays the identification information indicating the determination result of the support execution determination means on the liquid crystal display 15 mounted on the vehicle. The driving support means is a case where the vehicle is located in the support target section, and it is determined that the driving support based on the intersection information can be performed, the driving of the vehicle traveling the support target section based on the intersection information Provide support.

  The operation unit 14 is operated when inputting a departure place as a traveling start point and a destination as the traveling end point, and has a plurality of operation switches (not shown) such as various keys and buttons. And navigation ECU13 performs control in order to perform various corresponding operations based on the switch signal outputted by pressing etc. of each switch. The operation unit 14 may have a touch panel provided on the front surface of the liquid crystal display 15. Moreover, you may have a microphone and a speech recognition apparatus.

  In addition, on the liquid crystal display 15, a map image including a road, traffic information, operation guidance, an operation menu, key guidance, a guidance route set in the navigation device 1, guidance information along the guidance route, news, weather forecast , Time, mail, television program etc. are displayed. Instead of the liquid crystal display 15, HUD or HMD may be used. Further, in the present embodiment, the driving support based on the TSPS data described later and the guidance of identification information for identifying whether or not the driving support can be performed are also performed using the liquid crystal display 15.

  Further, the speaker 16 outputs voice guidance for guiding traveling along the planned traveling route based on an instruction from the navigation ECU 13 and guidance for traffic information. Further, in the present embodiment, the driving support based on the TSPS data described later is also performed using the speaker 16.

  The DVD drive 17 is a drive capable of reading data recorded on a recording medium such as a DVD or a CD. Then, based on the read data, reproduction of music and video, update of the map information DB 31, and the like are performed. In place of the DVD drive 17, a card slot for reading and writing a memory card may be provided.

  The communication module 18 is a communication device for receiving traffic information, probe information, weather information, etc. transmitted from a traffic information center, for example, a VICS center or a probe center, and corresponds to, for example, a cellular phone or DCM. . In particular, in the present embodiment, it also functions as a receiver that receives TSPS data transmitted from the light beacon 3.

  Subsequently, a first driving support processing program executed by the CPU 41 in the navigation device 1 according to the present embodiment having the above configuration will be described based on FIG. 4. FIG. 4 is a flowchart of a first driving support processing program according to the present embodiment. Here, the first driving support processing program is executed after the ACC power supply (accessory power supply) of the vehicle is turned on, and a support target section for performing the driving support based on the TSPS data can be set to perform the driving support of the vehicle It is a program that guides you whether you are in the state or in the non-performing state. The programs shown in the flowcharts of FIGS. 4, 7, 15, 18, 24, and 26 are stored in the RAM 42 and the ROM 43 of the navigation apparatus 1 and executed by the CPU 41. .

  First, in step 1 (hereinafter abbreviated as S) in the first driving support processing program, the CPU 41 acquires TSPS data transmitted from the light beacon 3 installed on the road. Here, as described above, the light beacons 3 are arranged at predetermined intervals with respect to a predetermined installation target road such as a national road, and are emitted from the light beacon 3 when the vehicle passes directly below the light beacons 3. Receive the TSPS data. Further, the TSPS data received from the light beacon 3 is intersection information on a plurality of intersections provided along a predetermined route from the installation position of the light beacon 3 to the traveling direction of the road (see FIG. 2). It includes information on lighting patterns of traffic lights installed at intersections, coordinates of intersections, and positions of stop lines. The TSPS data received in S1 is stored in the distribution information DB 32.

  Next, in S2, the CPU 41 performs support target section setting processing (FIG. 7) described later. In the support target section setting process, a section to which the travel support of the vehicle based on the TSPS data is to be performed by comparing the TSPS data acquired in S1 with the map information (hereinafter referred to as a support target section (service route)) Set In the present embodiment, even if the vehicle travels in the support target section as described later, travel support based on the TSPS data is not necessarily performed, and travel support based on the TSPS data can be performed. It will be performed only when it is determined that there is.

  Thereafter, in S3, the CPU 41 acquires the current position of the vehicle based on the detection result of the current position detection unit 11. In addition, when detecting the present position of a vehicle, it also performs about the map matching process which matches the present position of a vehicle with map data. Additionally, the current position of the vehicle may be identified using high accuracy location techniques. Here, high-precision location technology detects a white line and road surface paint information taken from a camera at the rear of the vehicle by image recognition, and further travels by collating the white line and road surface paint information with a map information DB stored beforehand. It is a technology that makes it possible to detect lanes and highly accurate vehicle positions. The details of the high precision location technique are omitted because they are already known.

Next, in S4, the CPU 41 determines whether the vehicle has shifted to the service-in state. Specifically, when all of the following conditions (A) to (C) are satisfied, it is determined that the service-in state has been entered.
(A) The vehicle is located in the support target section.
(B) The switch which switches the implementation presence or absence of the driving assistance installed in the instrument panel of vehicles, etc. is ON (implementation).
(C) Various sensors mounted on the vehicle for performing travel support, in particular, sensors (including a camera) used to detect the current position of the vehicle are in a state where they can be used normally.

  When it is determined that the vehicle has shifted to the service-in state (S4: YES), the process proceeds to S5. On the other hand, when it is determined that the vehicle has not shifted to the service-in state (S4: NO), the process waits until it shifts.

  In S5, the CPU 41 determines whether or not traveling support based on the TSPS data can be implemented at the present time (at the time of service-in). Specifically, of the intersections for which the intersection information is provided by the TSPS data, the vehicle is the expiration date of the intersection information of the intersection for the intersection to which the vehicle is to pass next (that is, the first intersection of the support target section). If it is possible to pass the intersection before passing by, it is determined that driving support can be implemented. On the other hand, when the vehicle can not pass the intersection before the expiration date of the intersection information of the intersection for the intersection to which the vehicle is to pass next among the intersections for which the intersection information is provided by the TSPS data, Determine that support is not available. The passage determination is made based on the current vehicle speed of the vehicle, the distance to the intersection, and the expiration date of the information included in the TSPS data.

  Here, among the intersection information provided as the TSPS data as described above, the information on the lighting pattern of the traffic light also includes the information indicating the expiration date as the information for each intersection. Then, if the vehicle can pass the next intersection before the expiration date of the intersection information, the intersection information on the next intersection is reliable (available) information, so the driving support for the next intersection is implemented. Since it is desirable to do so, it can be determined that driving support based on TSPS data can be implemented. On the other hand, if the vehicle can not pass the next intersection before the expiration date of the intersection information, the intersection information on the next intersection is unreliable (unusable) information, and therefore, the driving assistance for the next intersection Since it is desirable not to implement, it can be determined that driving support based on TSPS data can not be implemented. However, in S5, based on the expiration date of the intersection information, it is determined whether the expiration date of the intersection information of the intersection to which the vehicle is to pass next at the current point (ie, the first intersection of the support target section) has expired. It is good. That is, "the state where the travel support based on the TSPS data can be implemented" may be set as the state where the expiration date of the intersection information of the intersection targeted for the support has not expired.

  Then, if it is determined that driving support based on the TSPS data can be implemented at the present time (at the time of service in) (S5: YES), the process proceeds to S6. On the other hand, when it is determined that the travel support based on the TSPS data can not be implemented at the present time (at the time of service in) (S5: NO), the process proceeds to S8.

  In S6, the CPU 41 calculates the required time until it becomes impossible to implement the travel support based on the TSPS data in the future, and determines whether the required time is 3 seconds or more. For example, when it is possible to pass before the expiration date of the intersection information for the intersection to pass next, but can not pass before the expiration date of the intersection information for the second intersection, the time when the next intersection is passed Therefore, the driving support based on the TSPS data can not be implemented. Therefore, it is determined whether the time required to pass the next intersection is 3 seconds or more. However, in S6, based on the expiration date of the intersection information, it is determined whether or not there is 3 seconds or more until the intersection information of the intersection to be passed next time can not be used from the present time Also good. That is, it is good also as the state where the expiration date of the intersection information of the intersection made into a support object becomes "the state where driving support based on TSPS data can not be implemented". The time used as the determination reference of S6 may be set to other than 3 seconds, for example, 2 seconds or 5 seconds. Furthermore, the time may be changed according to the current vehicle speed of the vehicle.

  Then, if it is determined that the required time for traveling assistance based on the TSPS data can not be implemented in the future is 3 seconds or more, or it is determined that the traveling assistance can not be implemented in the future (S6: YES) , Shift to S7. On the other hand, if it is determined that the required time until the state in which traveling support based on the TSPS data can not be implemented is less than 3 seconds (S6: NO), the process proceeds to S8.

  In S7, the CPU 41 shifts to the service-in state and guides that the vehicle travel support based on the TSPS data can be performed. Specifically, the service-in icon indicating that the service is in is displayed on the liquid crystal display 15, and the service-in icon is displayed in a display color (for example, green) indicating that the travel support can be implemented. Furthermore, in the above-mentioned S7, voice guidance of "travel support start" may be output.

  On the other hand, in S8, the CPU 41 shifts to the service-in state and guides that the vehicle travel support based on the TSPS data can not be implemented. Specifically, the service-in icon indicating that the service is in is displayed on the liquid crystal display 15, and the service-in icon is displayed in a display color (for example, gray) indicating that the driving support can not be performed.

  Here, FIG. 5 is a view showing an example of the travel guidance screen 50 displayed on the liquid crystal display 15 immediately after the vehicle is in service. The travel guidance screen 50 includes a map image 51 around the current position of the vehicle, a guidance route 52 (only when the guidance route is set), and a vehicle position mark 53 indicating the current position of the vehicle matched on the map. Is displayed. In addition, a service-in icon 54 indicating that the vehicle is currently in service is displayed on the upper right of the screen. The service-in icon 54 is continuously displayed until it shifts to the service-out state thereafter. Then, as described above, the service-in icon 54 is a display color (for example, green, which will be hereinafter referred to as a feasible color) indicating that driving support can be performed or a display color indicating that driving support can not be performed. It is displayed in one of the display colors (for example, it is gray and is hereinafter referred to as “impossible color”). As a result, the user can clearly grasp whether or not the driving support based on the TSPS data can be implemented at present.

  Further, in the present embodiment, by performing the process of S6, the display color of the service-in icon 54 can be implemented within 3 seconds immediately after the service-in icon 54 starts to be displayed in the executable color as shown in FIG. Prevent switching from color to non-performing color. In such a case, immediately after the service is in, it is continuously displayed in an impossibility color. As a result, the service operation state can be notified to the user in an easy-to-understand manner, and flickering of the screen can be prevented. In addition, although it is in the state which can carry out the run support based on the TSPS data, the run support in the section where the service-in icon 54 is displayed in the unimplemented color (for example, the run support for the first intersection of the support target section in FIG. 6) In the case of), driving support is basically performed, but may not be performed.

  Next, sub-processes of the support target segment setting process executed in S2 will be described based on FIG. FIG. 7 is a flowchart of a sub-processing program of support target segment setting processing.

  First, in S11, the CPU 41 reads the link data 33, the node data 34, and the intersection data 35 from the map information DB 31, and acquires information on an intersection on a road along a traveling direction from the current position of the vehicle. Specifically, position coordinates of the intersection are acquired.

  The road route is a route that travels in the direction in which the vehicle is traveling from the current position of the vehicle in the direction of travel, or in a direction in which the vehicle travels in a straight direction. In addition, as shown in FIG. 8, the road direction of the intersection is defined in advance for each intersection and for each approach direction, and is stored in the map information DB 31 or the like. For example, as shown in FIG. 8, when the traveling direction of the vehicle is a direction in which the road A enters an intersection, passing from the road A to the road D is a road direction.

  Then, for an intersection where the direction of the intersection is defined, the route is specified by giving priority to traveling in the direction of the intersection from the current position of the vehicle. On the other hand, for an intersection where the direction and direction of the intersection are not defined, a route going straight ahead in the intersection is taken as a route. In addition, the direction in which the vehicle travels straight is not limited to the direction in which the vehicle travels straight to the approach direction of the intersection, but as shown in FIG. 9, a road within a predetermined angle θ with respect to the approach direction. Including the direction to go to Note that the angle θ can be set appropriately according to the shape of the intersection, and can be set to, for example, 60 degrees and 90 degrees.

  In S11, information on intersections in the range corresponding to the length of the information provision section of the TSPS data acquired in S1 is acquired. For example, when the TSPS data acquired in S1 is information on an intersection located within 3 km from the light beacon 3 along the traveling direction, information on an intersection located within 3 km along the road route from the current position of the vehicle To get However, the upper limit is set to the distance for acquiring the information of the intersection, and the upper limit distance is 5 km, for example. Therefore, even if the TSPS data acquired in S1 is information on an intersection within 10 km from the light beacon 3 in S11, it is within 5 km along the road route from the current position of the vehicle in S11 Get information on intersections.

  In addition, the length of the upper limit distance can be changed as appropriate. For example, 3 km or 7 km may be used. Furthermore, the upper limit may be set not by the distance but by the number of intersections or the number of links. In addition, when there is a point where the road and route can not be identified (for example, an intersection where the road and direction can not be determined) before reaching the upper limit distance, intersection information along the route and path to the point is acquired.

  Next, in S12, the CPU 41 sets N as a parameter indicating the intersection number, and further substitutes N = 1 as an initial value. Here, the intersection numbers are set for the intersections for which the information has been acquired in S11 in order from the current position of the vehicle. For example, as shown in FIG. 10, when intersection information on 11 intersections is acquired along the road route 55, the intersection closest to the current position of the vehicle 4 is taken as the first intersection, The final intersection is called the 11th intersection. The current value of N is stored in the flash memory 44 or the like.

  Thereafter, in S13, the CPU 41 performs the coincidence determination of the Nth intersection. Specifically, the CPU 41 first extracts positional information of each intersection to be provided with information from the TSPS data acquired in S1. Then, with respect to the position information of the Nth intersection acquired in S11, it is determined whether or not there is an intersection whose position information matches among the position information of each intersection extracted from the TSPS data. Note that the match is not required to be a perfect match, and it is desirable to consider a match if the difference is within an error range (for example, within 10 m as a distance).

  Here, if the route (route 5 in FIG. 2) defined in advance by the TSPS data matches the route route (route 55 in FIG. 10) specified by the navigation device 1 in S11, basically The positional information on any one of the intersections extracted from the TSPS data matches the positional information on the Nth intersection acquired in S11. On the other hand, when the route (route 5 in FIG. 2) defined in advance by the TSPS data and the route route (route 55 in FIG. 10) specified by the navigation device 1 in S11 differ on the way At intersections in front of a different route point, it matches the position information of any intersection extracted from the TSPS data, but at intersections farther from the different route point, it is extracted from TSPS data It will not match the location information of any intersection.

  For example, in the example shown in FIG. 11, from the current position of the vehicle to the third intersection, the route 5 defined in advance by the TSPS data and the route route 55 specified by the navigation device 1 coincide with each other. It will be a different route. In that case, at the first to third intersections, the position information of any of the intersections extracted from the TSPS data matches, but after the fourth intersection, the position information of any of the intersections extracted from the TSPS data also matches It disappears.

  Note that the position information of the Nth intersection acquired in S11 is also obtained when the route defined in advance by the TSPS data described above is different from the route specified by the navigation device 1 in S11. It may be determined that there is no intersection where the position information matches in the TSPS data. For example, at an intersection not recognized by TSPS data but recognized only by map information used by the navigation device 1, an intersection with a complicated shape, or a large intersection at which a road with a large number of lanes intersects, the position information matches similarly It may be determined that there is no intersection.

Thereafter, in S14, the CPU 41 determines whether or not the condition for the search continuation of the support target section is satisfied. Specifically, it is determined that the search is to be continued unless any of the following conditions (a) and (b) is met.
(A) When it is determined that there is no intersection whose position information matches the TSPS data three consecutive times in S13.
(B) Of all the intersections for which information is obtained in S11, the percentage of intersections determined in S13 that there is no intersection whose position information matches the TSPS data is at least a threshold (for example 30%) and the current time Among the intersections determined in S13, the percentage of intersections determined to have no corresponding intersection is also equal to or more than a threshold (for example, 30%).

  Then, when it is determined that the condition for the search continuation of the support target section is satisfied (S14: YES), the process proceeds to S15. On the other hand, when it is determined that the condition for continuing the search for the support target section is not satisfied (S14: NO), it is determined from the current position of the vehicle that there is an intersection where the position information finally matches in S13. The section up to the intersection is determined as a support target section, and the process proceeds to S17.

  In S15, the CPU 41 is the last intersection at which the Nth intersection acquires information in S11, that is, the intersection further away from the current position of the vehicle (hereinafter referred to as the final intersection) among the intersections in which the information is acquired in S11. It is determined whether or not. In the above-mentioned S11, since the information on the intersection is acquired with the upper limit of 5 km from the current position of the vehicle, the final intersection is within 5 km from the current position of the vehicle.

  Then, when it is determined that the Nth intersection is the final intersection (S15: YES), a section from the current position of the vehicle to the intersection where it is determined in S13 that there is an intersection whose position information finally matches It determines as a support object section, and shifts to S17. On the other hand, when it is determined that the N-th intersection is not the final intersection (S15: NO), the process proceeds to S16.

  At S16, the CPU 41 reads the parameter N from the flash memory 44 and adds “+1”. Then, it returns to S13. Then, the processing after S13 is performed on the new Nth intersection.

  On the other hand, in S17, the CPU 41 determines whether or not there is a section decided as a support target section up to the present time.

  Then, if it is determined that there is a section determined as the support target section up to the present time (S17: YES), the process proceeds to S18. On the other hand, when it is determined that there is no section determined as the support target section up to the present time (S17: NO), the process proceeds to S19.

  In S18, the CPU 41 sets a section determined as the support target section up to the present time as the support target section. Hereinafter, a setting example of the support target section will be described by taking a specific example.

The example shown in FIG. 12 is an example of a support target section set when it is determined in the above S14 that the condition of (a) is satisfied before reaching the final intersection.
In the example shown in FIG. 12, in the match determination processing of S13 for the 11th intersection, it is determined that there is no intersection whose position information matches the TSPS data three consecutive times. In that case, the current position of the vehicle (which may be the position of the light beacon 3 or the like) may be the start point, and the section up to the eighth intersection determined to have an intersection where the position information matches at the end It will be set as the support target section.

The example shown in FIG. 13 is an example of a support target section set when it is determined that the condition of (b) is satisfied in S <b> 14 before reaching the final intersection. In the following description, the threshold used as the condition (b) is temporarily set to 30%.
In the example shown in FIG. 13, when the coincidence determination processing of S13 is performed on the eighth intersection, the TSPS is selected in the S13 among all the intersections (first to eleventh intersections) for which the information is acquired in the S11. The percentage of intersections determined to have no intersection whose position information matches in the data is 30% or more, which is a threshold. On the other hand, among the intersections (first to eighth intersections) targeted by the determination of S13 by the present time, the ratio of the intersections determined to have no identical intersection is also the threshold or more.
In that case, the current position of the vehicle (which may be the position of the light beacon 3 or the like) is taken as the start point, and the section up to the seventh intersection determined to have an intersection where the position information matches at the end It will be set as the support target section.

The example shown in FIG. 14 is an example of a support target section set when it is determined in S14 that neither of the conditions (a) and (b) is satisfied until the final intersection is reached.
In the example shown in FIG. 14, it is determined that the current position of the vehicle (which may be the position of the light beacon 3 or the like) is the start point, and that there is an intersection where the position information finally matches before reaching the final intersection. The section up to the intersection (the eleventh intersection which is the final intersection in the example shown in FIG. 12) is set as the support target section. In S11, since the information on the intersection is acquired with the upper limit of 5 km from the current position of the vehicle, the support target section is a section within 5 km from the current position of the vehicle at the longest. In addition, the upper limit distance of a support object area can be suitably changed by changing the range which acquires the information on an intersection by said S11.

  The support target section set in S18 is managed (specified) by the navigation apparatus 1 according to the intersection included in the support target section, and is stored in the flash memory 44 or the like. For example, as shown in FIG. 10, when the section from the current position of the vehicle to the eighth intersection is set as the support target section, information (for example, coordinates or ID for specifying each intersection of the first intersection to the eighth intersection) Etc.) are stored in the flash memory 44 as information for specifying the currently set support target section. However, the support target section can be managed (specified) by the position coordinates of the start point and the end point of the support target section, or can be managed (specified) by the link numbers of the links included in the support target section.

  On the other hand, in S19, the CPU 41 ends the sub process of the support target segment setting process without setting the support target segment. As a result, driving support based on the TSPS data will not be performed.

  Subsequently, a second driving support processing program executed by the CPU 41 in the navigation device 1 according to the present embodiment will be described based on FIG. FIG. 15 is a flowchart of a second driving support processing program according to the present embodiment. Here, the second driving support processing program is repeatedly executed at predetermined intervals after it is determined that the service has been received in the first driving support processing program (FIG. 4) (S4: YES), and the driving support based on the TSPS data is It is a program for guiding whether the driving support of the vehicle can be performed or not performed.

  First, in the second driving support processing program, the CPU 41 performs a service-out determination process (FIG. 18) described later in S21. In the service out determination process, it is determined whether or not the vehicle is in a state where it can not perform the travel support of the vehicle based on the TSPS data, and when it can not be performed, the fact is notified.

Next, in S22, the CPU 41 determines whether the vehicle has shifted to the service out state. The service out state is a state in which the vehicle can not support the travel of the vehicle based on the TSPS data, and is shifted to the service out state when any of the following conditions (A) to (C) is satisfied. judge. A more specific determination as to whether or not the vehicle has shifted to the service out state, and guidance in the case where the vehicle has shifted to the service out state, are performed in the service out determination process of S21.
(A) The vehicle moves out of the support target section.
(B) The switch for switching the presence or absence of the travel support installed on the instrument panel or the like of the vehicle is switched to OFF (not performed).
(C) Some kind of abnormality occurs in various sensors for performing driving support mounted on a vehicle.

  Then, when it is determined that the vehicle has shifted to the service out state (S22: YES), the second driving support process is ended. On the other hand, if it is determined that the vehicle has not shifted to the service-out state (S22: NO), the procedure proceeds to S23.

  In S23, the CPU 41 performs support target section addition processing (FIG. 24) described later. In the support target segment addition process, in particular when the length of the information provision segment of the TSPS data is long (for example, 5 km or more), processing to add and set the support target segment to the currently set support target segment It is.

  Next, in S24, the CPU 41 performs service-in icon update processing (FIG. 26) described later. The service-in icon update process is a process of updating the display of the service-in icon 54 displayed on the liquid crystal display 15 based on the determination result as to whether or not the travel support based on the TSPS data can be implemented.

  Subsequently, in S25, when it is possible to support the travel of the vehicle based on the TSPS data, the CPU 41 executes processing relating to the travel support of the vehicle based on the TSPS data at a predetermined timing.

  In this embodiment, as driving assistance of the vehicle based on the TSPS data, guidance for passing the intersection so as not to stop at the intersection in the traveling direction of the vehicle, deceleration guidance when it is necessary to stop at the intersection, traffic light during stopping Guides the required time until the light changes to a green light. However, these travel support is performed only when it is determined that the processing related to the travel support of the vehicle based on the TSPS data can be executed based on the expiration date of the TSPS data. More specifically, when the vehicle can pass the next intersection before the expiration date of the intersection information, the intersection information on the next intersection is reliable (usable) information, so driving support based on the TSPS data Is determined to be ready to

For example, the following driving support of (1) to (3) is performed at the timing when the vehicle is located within a predetermined distance (for example, within 700 m) from the intersection.
(1) From the current vehicle speed of the vehicle, the distance from the current position of the vehicle to the stop line of the next intersection, and information on the lighting pattern of the traffic light at the intersection, the vehicle is in the traveling direction of the vehicle at the current vehicle speed It is determined whether it can pass through the intersection of Then, when it is determined that the vehicle can pass, an audio of "maintain the current speed" is output. Further, the liquid crystal display 15 displays a mark indicating the speed maintenance, a sentence, and the like.
(2) When it is determined that the vehicle can not pass the next intersection in the traveling direction of the vehicle at the current vehicle speed, the vehicle decelerates from the current vehicle speed (however, deceleration is equal to or less than a threshold) It is determined whether or not the next intersection in the traveling direction can be passed. Then, when it is determined that the vehicle can pass, a voice of "Please lower the speed" is output. Further, the liquid crystal display 15 displays a mark indicating a deceleration, a sentence, and the like.
(3) If it is determined that the vehicle can not pass through the next intersection in the traveling direction of the vehicle even if the vehicle decelerates from the current vehicle speed, that is, it is in the traveling direction even if the vehicle maintains the current vehicle speed or decelerates If it is determined that the vehicle should stop at the next intersection, it outputs a voice saying "it changes to a red light in the future". Further, the liquid crystal display 15 displays a mark, a sentence or the like indicating that the vehicle decelerates and stops at the intersection.

  For example, FIG. 16 is a view showing an example of the travel guidance screen 50 displayed on the liquid crystal display 15 when the travel support of (1) to (3) is performed. The travel guidance screen 50 includes a map image 51 around the current position of the vehicle, a guidance route 52 (only when the guidance route is set), and a vehicle position mark 53 indicating the current position of the vehicle matched on the map. Is displayed. In addition, a service-in icon 54 indicating that the vehicle is currently in service is displayed on the upper right of the screen. Furthermore, the support window 60 is displayed when the implementation timing of the travel support (the vehicle is within a predetermined distance from the intersection) is reached. In the support window 60, for example, guidance such as maintaining the current vehicle speed of the vehicle or decelerating and stopping at an intersection is displayed.

  In addition, the above-mentioned driving support (1) to (3) is a traffic signal of the intersection that is the target of assistance until the vehicle passes through the intersection that is the target of assistance, or stops at the intersection that is the target of assistance Is performed continuously until it is estimated that it lights in blue when passing. When the vehicle passes an intersection targeted for assistance, stops at an intersection targeted for assistance, or ends when it is estimated that the traffic light at the intersection targeted for assistance lights up in blue when passing Do. In addition, when the vehicle decelerates or accelerates, the content of the support may be switched halfway between (1) and (3).

On the other hand, at the timing when the vehicle is stopping at the intersection, the following driving support (4) and (5) is performed.
(4) From the information on the lighting pattern of the traffic light at the intersection where the vehicle is currently stopped and the current time, the required time until the lighting state of the traffic light becomes the travelable lighting state of the vehicle (the traffic light is blue) is acquired. Then, the acquired required time is displayed on the liquid crystal display 15.
(5) If it is determined from the information on the lighting pattern of the traffic light at the intersection where the vehicle is currently stopped and the current time that the lighting state of the traffic light has changed to a travelable lighting state of the vehicle (the traffic light is blue) The liquid crystal display 15 displays a guide for prompting start of traveling. Furthermore, guidance may be provided for prompting “forward confirmation” several seconds before the traffic light turns blue.

  For example, FIG. 17 is a diagram showing an example of the travel guidance screen 50 displayed on the liquid crystal display 15 when the travel support of (4) and (5) is performed. The travel guidance screen 50 includes a map image 51 around the current position of the vehicle, a guidance route 52 (only when the guidance route is set), and a vehicle position mark 53 indicating the current position of the vehicle matched on the map. Is displayed. In addition, a service-in icon 54 indicating that the vehicle is currently in service is displayed on the upper right of the screen. Furthermore, the support window 60 is displayed when the implementation timing of the travel support (the vehicle stops at the intersection) is reached. In the support window 60, for example, the required time until the lighting state of the traffic light becomes the travelable lighting state of the vehicle is displayed using a gauge, or when the lighting state of the traffic light is switched to the travelable lighting state of the vehicle There is a guide to start driving.

  Note that the travel support of (4) to (5) is continuously performed until the vehicle starts to travel or until several seconds have elapsed since the traffic light turned blue. Then, when the vehicle starts traveling, or when several seconds have elapsed since the traffic light turned blue, the process ends. In addition, switching of the intersection used as the object of driving | running | working assistance of said (1)-(5) is basically performed at the time of passing the position of the stop line of an opposite lane. However, this is not the case in the case where intersections are continuously arranged at narrow intervals.

  Next, sub-processes of the service-out determination process executed in S21 will be described based on FIG. FIG. 18 is a flowchart of a sub-process program of the service-out determination process.

  First, in S31, the CPU 41 determines whether or not the switch for switching the implementation of the travel support is ON (implementation). The switch is installed on an instrument panel or the like of the vehicle, and can be switched to either ON (implementation) or OFF (non-implementation) by the driver.

  When it is determined that the switch for switching the implementation of the travel support is ON (implementation) (S31: YES), the process proceeds to S32. On the other hand, when it is determined that the switch for switching the implementation of the travel support is switched to OFF (non-implementation) (S31: NO), the process proceeds to S36.

  In S32, the CPU 41 determines whether various sensors mounted on the vehicle for performing travel support, in particular, sensors (including a camera) used to detect the current position of the vehicle can be used normally.

  Then, when it is determined that the various sensors mounted on the vehicle for performing travel support can be used normally (S32: YES), the process proceeds to S33. On the other hand, when it is determined that the various sensors mounted on the vehicle for performing travel support can not be normally used (S32: NO), the process proceeds to S36.

  In S33, the CPU 41 determines whether or not the currently set support target section is a section up to the final intersection. The support target section is set in the above-described first driving support processing program (FIG. 4), and it is determined that neither condition (a) or (b) is satisfied in S14 until the final intersection is reached, The support target section is set to the section up to the final intersection.

  When it is determined that the currently set support target section is a section up to the final intersection (S33: YES), the process proceeds to S34. On the other hand, when it is determined that the currently set support target section is not the section up to the final intersection (S33: NO), the process proceeds to S41.

  In S34, the CPU 41 specifies the current position of the vehicle and acquires the position coordinates of the final intersection, which is the intersection closest to the end point of the support target section. Then, whether the vehicle passes the support target section along the route (route 5 in FIG. 2) for which information on TSPS data is provided and the remaining distance from the current position of the vehicle to the final intersection is -45 m or less, That is, it is determined whether the current position of the vehicle is separated by 45 m or more in the traveling direction after passing the final intersection. Note that the 45 m criterion is the distance from the stop line of the traveling lane of the vehicle at the final intersection, or the center coordinates of the final intersection, or the stop line of the oncoming lane (that is, the point after passing the final intersection).

  When it is determined that the remaining distance from the current position of the vehicle to the final intersection is -45 m or less, that is, the current position of the vehicle is separated by 45 m or more in the traveling direction after passing the final intersection (S34: YES To step S35). On the other hand, the remaining distance from the current position of the vehicle to the final intersection is not less than -45 m, that is, the current position of the vehicle has not passed the final intersection (in the support target section) or is passing the final intersection. However, if it is determined that the distance is not 45 m or more (S34: NO), the process proceeds to S38.

  In S35, the CPU 41 gives a voice to notify that the service has been out, that is, the vehicle travel support based on the TSPS data can not be implemented. For example, it outputs a voice of "end support."

  After that, the CPU 41 erases the service-in icon displayed on the liquid crystal display 15 in S36.

  Furthermore, in S37, the CPU 41 finally determines that the vehicle has shifted to a service-out state (a state in which the travel support of the vehicle based on the TSPS data can not be implemented). Thereafter, the process proceeds to S22.

  On the other hand, in S38, the CPU 41 specifies the current position of the vehicle, and determines whether the vehicle deviates from the currently set support target section. However, at S38, whether the vehicle deviates from the currently set support target section by, for example, turning right or left at an intersection and leaving the route (route 5 in FIG. 2) for which information on TSPS data is provided. judge. Therefore, when the vehicle travels along the route to which the TSPS data is to be provided at the final intersection and deviates from the support target section, it is excluded from the determination target of S38 (that is, it does not deviate from the support target section) Is determined).

  If it is determined that the vehicle deviates from the support target section (S38: YES), the process proceeds to S39. On the other hand, when it is determined that the vehicle does not deviate from the support target section (S38: NO), the process proceeds to S40.

  In S39, the CPU 41 deviates from the currently set support target section by leaving the route (route 5 in FIG. 2 at the final intersection) (for example, turning to the left at the final intersection). It is determined whether it has been done.

  If it is determined that the vehicle deviates from the support target section by being deviated from the route (route 5 in FIG. 2) to which the TSPS data is to be provided at the final intersection (S39: YES), the process proceeds to S35. On the other hand, when it is determined that the vehicle deviates from the currently set support target section before passing the final intersection (S39: NO), the process proceeds to S36.

  On the other hand, in S40, the CPU 41 finally determines that the vehicle is continuing the service-in state (the state in which the travel support of the vehicle based on the TSPS data can be implemented). Thereafter, the process proceeds to S22.

  Further, in S41, the CPU 41 specifies the current position of the vehicle and acquires position coordinates of an intersection (hereinafter referred to as an end point intersection) located closest to the end point (most in the traveling direction) of the support target section. Then, whether the vehicle passes through the support target section along the route (route 5 in FIG. 2) for which information on TSPS data is provided, and the remaining distance from the current position of the vehicle to the end point intersection is -10 m or less That is, it is determined whether the current position of the vehicle is separated by 10 m or more in the traveling direction after passing the end point intersection. The determination criterion of 10 m is the distance from the stop line of the traveling lane of the host vehicle at the end point intersection or the center coordinates of the end point intersection, or the stop line of the opposite lane (that is, the point after passing the end point intersection).

  When it is determined that the remaining distance from the current position of the vehicle to the end intersection is -10 m or less, that is, the current position of the vehicle is separated by 10 m or more in the traveling direction after passing the end intersection (S41: YES ) Go to S36. On the other hand, the remaining distance from the current position of the vehicle to the end intersection is not -10 m or less, that is, the current position of the vehicle does not pass the end intersection (within the support target section) or passes the end intersection However, if it is determined that the distance is not more than 10 m (S41: NO), the process proceeds to S42.

  In S42, the CPU 41 specifies the current position of the vehicle, and determines whether the vehicle deviates from the currently set support target section. However, at S42, whether the vehicle deviates from the currently set support target section by, for example, turning to the right or left at the intersection and departing from the route (route 5 in FIG. 2) for which information on TSPS data is provided. judge. Therefore, when the vehicle travels along the route for providing information of TSPS data at the end point intersection and deviates from the support target section, it is excluded from the judgment target of S42 (that is, it does not deviate from the support target section) Is determined).

  Then, if it is determined that the vehicle deviates from the support target section (S42: YES), the process proceeds to S36. On the other hand, when it is determined that the vehicle does not deviate from the support target section (S42: NO), the process proceeds to S40.

  As a result of performing the above-described processing of S31 to S42, for example, when the support target section set up to the final intersection as shown in FIG. 19 is passed along the route 5 which is the information provision target of the TSPS data, the most end point After passing the final intersection on the side and at a distance of 45m or more in the traveling direction, a voice saying "support will end." Is output (S34: YES → S35), and the service-in icon is further erased (S36).

  On the other hand, for example, as shown in FIG. 20, when a plurality of support target sections are arranged along the traveling direction of the vehicle (hereinafter, the support target section located on the front side along the traveling direction is the first support target section, back side) If the section to be supported is called the second section to be supported) and the first section to be supported is passed along the route 5 to be provided with information on the TSPS data, the first section to be supported and the second section to be supported If the distance from the support target section is 45 m or less, the vehicle enters the second support target section before the vehicle leaves 45 m or more from the final intersection of the first support target section (that is, YES is determined in S34) Before, the support target section serving as the determination reference is switched from the first support target section to the second support target section). Therefore, the voice "it is an end of assistance" based on having passed the last intersection of the 1st section for support will not be outputted. Also, the service-in icon is continuously displayed without being deleted. Thereafter, after passing through the second support target section, voice output and deletion of the service-in icon are performed.

  That is, in this embodiment, the support target section is considered to be 45 m from the last intersection (10 m from the end intersection if the support target section is not a section up to the final intersection), and the processing related to the service out To be done. That is, with regard to the voice guidance of the service out performed in S35 and the deletion of the service in icon in S36, it is basically determined that the vehicle has passed the intersection closest to the end among the intersections included in the support target section. Output to However, as shown in FIG. 20, in the case where a plurality of support target sections are arranged at predetermined intervals along the traveling direction of the vehicle, and the predetermined intervals are equal to or less than the threshold (for example, 45 m or less) A plurality of support target sections are considered to be connected, and are output after it is determined that the vehicle has passed an intersection further to the end side of the support target section that is the most in the traveling direction side. As a result, when passing through a plurality of support target sections continuously, it is possible to prevent repeated display and non-display of voice guidance of a service out and a service in icon.

  Further, for example, as shown in FIG. 21, when the vehicle deviates from the support target section by turning to the left or right at an intersection in the middle of the support target section, the service-in icon is deleted at the time of departure (S38: YES → S39: NO → S36). Further, in such a case, it is assumed that the user has ended the support with his own intention, so the voice guidance of "end the support." Is not output because it is considered troublesome for the driver.

  However, exceptionally, as shown in FIG. 22, when the vehicle deviates from the support target section by turning to the right or left at the final intersection of the support target section, the voice of “end of support” is also output. (S38: YES → S39: YES → S35 → S36).

  Also, even when the service is out by switching the switch to switch OFF (non-execution) of running assistance, the service-in icon is erased as in the case shown in FIG. 21, but voice guidance is not output. (S31: NO → S36). This is because it is presumed that the user has ended the support by his own intention.

  Furthermore, even when a malfunction occurs in various sensors for providing driving assistance and the service is out, the service-in icon is similarly deleted but the voice guidance is not output (S32: NO → S36). This is to prevent the user from being upset by voice guidance of a sudden service out, since basically the sensor abnormality can not be grasped by the user side.

  Further, for example, in the case where the support target section set as shown in FIG. 23 is not a section up to the final intersection, even after the vehicle passes through the support target section along the route 5, the TSPS data Since there is a possibility that the user is traveling in a section which is an information provision target, that is, a section which can be set as a support target section, voice guidance is not output (S41: YES → S36). However, the service-in icon is deleted at a point of 10 m or more in the traveling direction after passing the end point intersection located closest to the end point (S36). When the vehicle deviates from the support target section by turning to the left or right at an intersection in the middle of the support target section before passing the end point intersection, the process is the same as FIG. 21 described above.

  Next, the sub-process of the support target segment addition process executed in S23 will be described based on FIG. FIG. 24 is a flowchart of a sub-processing program of support target segment addition processing.

  First, when the CPU 41 sets the support target section in the above-described first driving support processing program (FIG. 4) in S51, whether the support target section has been decided before reaching the final intersection in the processing of S13 to S19. It judges whether or not.

  Then, if it is determined that the support target section has been determined before the final intersection is reached (S51: YES), the process proceeds to S24 without adding the support target section.

  On the other hand, if it is determined that the support target section has been determined after reaching the final intersection (S51: NO), the process proceeds to S52.

  In S52, the CPU 41 specifies the current position of the vehicle, and determines whether the distance from the current position of the vehicle to the end point of the currently set support target section is within 3 km. Note that the distance serving as the determination reference in S52 can be changed in definition, and may be 1 km or 2 km.

  When it is determined that the distance from the current position of the vehicle to the end point of the currently set support target section is within 3 km (S52: YES), the process proceeds to S53. On the other hand, if it is determined that the distance from the current position of the vehicle to the end point of the currently set support target section is more than 3 km (S52: NO), addition of the support target section at this time It shifts to S24 without doing.

  In S53, the CPU 41 reads the link data 33, the node data 34 and the intersection data 35 from the map information DB 31, and acquires information on the intersection on the road along the traveling direction from the end point of the support target section currently set. Do. Specifically, position coordinates of the intersection are acquired.

  The process is basically the same as that of S11. However, the start point is not the current position of the vehicle but the end point of the currently set support target section. Further, the upper limit distance for acquiring information on the intersection is, for example, 2 km. However, the length of the upper limit distance can be changed as appropriate. For example, it may be 1 km or 4 km. Furthermore, the upper limit may be set not by the distance but by the number of intersections or the number of links. In addition, if there is a point before the end point of the distance for which information is to be acquired (for example, an intersection where the road and the route can not be determined (for example, an intersection where neither the direction nor the straight direction can be determined)) Get the intersection information.

  Next, in S54, the CPU 41 sets N as a parameter indicating the intersection number, and further substitutes N = 1 as an initial value. Here, the intersection numbers are set for the intersections for which the information is acquired in S51 in order of proximity to the current position of the vehicle. The current value of N is stored in the flash memory 44 or the like.

  Thereafter, in S55, the CPU 41 performs the coincidence determination of the Nth intersection. The details are the same as those of the above-described S13, and thus the description thereof is omitted.

Next, in S56, the CPU 41 determines whether or not the condition for the search continuation of the support target section is satisfied. Specifically, it is determined that the search is to be continued unless any of the following conditions (a) and (b) is met.
(A) In the case where it is determined that there is no intersection whose position information matches the TSPS data three consecutive times in S55.
(B) Of all the intersections for which information has been acquired in S53, the percentage of intersections determined in S55 that there is no intersection whose position information matches the TSPS data is not less than a threshold (for example 30%) and by the present time Among the intersections to be determined in S55, the percentage of intersections determined to have no identical intersection is also equal to or more than a threshold (for example, 30%).

  The determination as to whether the condition for continuing search of the support target section is satisfied is determined including the intersection included in the support target section which has already been set. For example, under the above condition (a), it is determined whether or not there is no intersection whose position information matches the TSPS data three times in a row including the intersection in the support target section which has already been set (for example, as shown in FIG. 25) In the example, judgment is made for the fifth to seventh intersections).

  Then, when it is determined that the condition for the search continuation of the support target section is satisfied (S56: YES), the process proceeds to S57. On the other hand, when it is determined that the condition for continuing the search of the support target section is not satisfied (S56: NO), it is determined from the end point of the support target section that there is an intersection finally matching the position information in S55. The section up to the intersection is decided as a support target section to be added, and the process proceeds to S59.

  In S57, the CPU 41 determines whether or not the N-th intersection is the last intersection at which the information was acquired at S53, that is, the last intersection further away from the current position of the vehicle among the intersections acquired at S53. . In the above-mentioned S53, since the information of the intersection is acquired with the upper limit of 2 km from the end point of the support target section, the final intersection is within 2 km from the end point of the support target section.

  Then, when it is determined that the Nth intersection is the final intersection (S57: YES), a section from the end point of the support target section to the intersection that is finally determined that there is an intersection whose position information matches in S55. Are determined as support target sections to be added, and the process proceeds to S59. On the other hand, when it is determined that the N-th intersection is not the final intersection (S57: NO), the process proceeds to S58.

  At S58, the CPU 41 reads the parameter N from the flash memory 44 and adds "+1". After that, it returns to S55. Then, the processing after S55 is performed on the new Nth intersection.

  On the other hand, in S59, the CPU 41 determines whether or not there is a section determined as a support target section to be added up to the present time.

  Then, when it is determined that there is a section determined as a support target section to be added up to the present time (S59: YES), the process proceeds to S60. On the other hand, when it is determined that there is no section determined as the support target section to be added up to the present time (S59: NO), the process proceeds to S61.

  In S60, the CPU 41 additionally sets the section determined as the support target section to be added up to the present time to the current support target section.

In this embodiment, when the information provision section of the TSPS data acquired in S1 is very long by performing additional setting of the support target section in S51 to S61, for example, the TSPS data acquired in S1 is Even in the case of including information on an intersection located 10 km or more away from the light beacon 3 along the traveling direction, as shown in FIG.
That is, first, when receiving the TSPS data from the light beacon 3, the CPU 41 compares the TSPS data with the map information for 5 km or less from the current position of the vehicle to set the support target section. Therefore, even if the information provision section of the TSPS data is very long, it is possible to shorten the time for setting the first support target section by reducing the information to be compared. It is possible to solve the problem of delaying the start of driving support and the guidance of service-in.
On the other hand, it has already been set from the current position of the vehicle after the vehicle enters into the support target section set first (specifically, when the distance to the end point of the support target section is within 3 km) In a range far from the support target section, the TSPS data and the map information are compared to additionally set a new support target section. After that, similarly, additional setting of the support target section is performed. As a result, even if the length of the information provision section of the TSPS data is very long, finally, it becomes possible to set the support target section according to the length of the information provision section.

  Next, the sub-process of the service-in icon update process executed in S24 will be described based on FIG. FIG. 26 is a flowchart of a sub-process program of the service-in icon update process.

  First, in S71, the CPU 41 determines whether the display color of the service-in icon 54 currently displayed on the liquid crystal display 15 is an executable color (for example, green) indicating that driving support can be performed. judge.

  Then, if it is determined that the display color of the service-in icon 54 is an executable color indicating that driving support can be performed (S71: YES), the process proceeds to S72. On the other hand, if it is determined that the display color of the service-in icon 54 is an impracticable color indicating that driving support can not be implemented (S71: NO), the process proceeds to S74.

  In S72, the CPU 41 determines whether or not traveling support based on the TSPS data can not be implemented at the present time. Specifically, among the intersections for which the intersection information is provided by the TSPS data, for the intersection where the vehicle is to pass next, the vehicle can not pass through the intersection before the expiration date of the intersection information of the intersection. At this point, it is determined that driving support can not be implemented. In addition, the intersection where the vehicle passes next is the intersection which is the target of the driving support at the present time, and the switching of the intersection which is the support target is basically at the time of passing the stop line of the opposite lane. Do. Further, the above-mentioned passage determination is made based on the current vehicle speed of the vehicle, the distance to the intersection, and the expiration date of the information included in the TSPS data. However, at S72, based on the expiration date of the intersection information, it may be determined whether the expiration date of the intersection information of the intersection at which the vehicle is to pass next at this time has expired. That is, it is good also as the state where the expiration date of the intersection information of the intersection made into a support object becomes "the state where driving support based on TSPS data can not be implemented".

  When it is determined that the travel support based on the TSPS data can not be implemented at the present time (S72: YES), the process proceeds to S73. On the other hand, if it is determined that the travel support based on the TSPS data can be continued at the present time (S72: NO), the processing proceeds to S25 without updating the service-in icon 54.

  In S73, the display color of the service-in icon 54 displayed on the liquid crystal display 15 can not be implemented from the feasible color (for example, green) indicating that the travel assistance can be implemented. Switch to an inoperable color (eg, gray) to indicate that it is present. As a result, it is possible to make the user grasp that it has shifted to a state where driving support based on the TSPS data can not be made.

  On the other hand, in S74, the CPU 41 determines whether or not traveling support based on the TSPS data can be implemented at the present time. Specifically, among the intersections for which intersection information is provided by the TSPS data, for the intersection to which the vehicle is to pass next, the vehicle can pass through the intersection before the expiration date of the intersection information of the intersection. It is determined that driving support can be implemented. The passage determination is made based on the current vehicle speed of the vehicle, the distance to the intersection, and the expiration date of the information included in the TSPS data. However, at S74, it may be determined whether the expiration date of the intersection information of the intersection to which the vehicle is to pass next at this time has expired based on the expiration date of the intersection information. That is, "the state where the travel support based on the TSPS data can be implemented" may be set as the state where the expiration date of the intersection information of the intersection targeted for the support has not expired.

  When it is determined that the travel support based on the TSPS data can be implemented at the present time (S74: YES), the process proceeds to S75. On the other hand, if it is determined that the travel support based on the TSPS data can not be implemented at the present time (S74: NO), the processing proceeds to S25 without updating the service-in icon 54.

  In S75, the CPU 41 calculates the required time until the driving support can not be implemented based on the TSPS data again, and determines whether the required time is 3 seconds or more. For example, when it is possible to pass before the expiration date of the intersection information for the intersection to pass next, but can not pass before the expiration date of the intersection information for the second intersection, the time when the next intersection is passed Therefore, the driving support based on the TSPS data can not be implemented. Therefore, it is determined whether the time required to pass the next intersection is 3 seconds or more. However, in S75, based on the expiration date of the intersection information, it is determined whether or not there is 3 seconds or more until the intersection information of the intersection to be passed next time can not be used from the present time Also good. That is, it is good also as the state where the expiration date of the intersection information of the intersection made into a support object becomes "the state where driving support based on TSPS data can not be implemented". The time used as the determination reference of S75 may be set to other than 3 seconds, for example, 2 seconds or 5 seconds. Furthermore, the time may be changed according to the current vehicle speed of the vehicle.

  Then, if it is determined that the required time to perform driving support based on the TSPS data can not be further implemented for three seconds or more, or it is determined that the driving support can not be performed thereafter (S75: YES ) Go to S76. On the other hand, if it is determined that the required time until the driving assistance based on the TSPS data can not be further implemented is less than 3 seconds (S75: NO), the service-in icon 54 is updated. It shifts to S25 without.

  In S76, the CPU 41 is in a state in which the driving support can be performed from the inoperable color (for example, gray) indicating that the driving support can not be performed for the display color of the service in icon 54 displayed on the liquid crystal display 15. Switch to a feasible color (eg green) to indicate that. Further, in the above-mentioned S76, voice guidance of "travel support start" may be output. As a result, it is possible to make the user grasp that it has shifted to a state in which traveling support based on TSPS data can be performed.

  In the present embodiment, by performing the process of S75, the display color of the service-in icon 54 is switched from the impracticable color to the practicable color while traveling the support target section as shown in FIG. Prevent switching back to imperceptible color in less than a second. In such a case, the display is continued with a color that can not be implemented. As a result, the service operation state can be notified to the user in an easy-to-understand manner, and flickering of the screen can be prevented. It should be noted that although travel support based on TSPS data can be implemented, basically travel support will be provided for travel support in the section where the service-in icon 54 is displayed in an impracticable color. You may not do this.

  In the present embodiment, as described above, the switching from the impracticable color to the practicable color of the service-in icon 54 is limited under certain conditions, but the switching from the practicable color to the impracticable color is There is basically no restriction. The reason for this is to prevent the user from traveling in a state where it is misunderstood that the travel support is to be performed although the travel support can not be performed. Therefore, in the present embodiment, as shown in FIG. 27, after switching from the unimplemented color to the practicable color, it is possible to prevent switching to the impossibility color again in a short time, while switching from the practicable color to the impracticable color It can not be prevented about switching to the feasible color again in a short time after the However, while the vehicle is located in an area where travel support based on the TSPS data is not implemented (for example, a section after 10 m after passing the stop line of the traveling lane of the vehicle and before passing the position of the opposite lane / stop line) If switching of the display color of the service-in icon 54 is prohibited, immediately before the intersection to be supported changes from "a state where driving support based on TSPS data can be performed" to "a state where driving support based on TSPS data can not be performed" It is possible to solve the problem of switching the service-in icon 54 due to switching.

  As described above in detail, in the navigation device 1 and the computer program executed by the navigation device 1 according to the present embodiment, the TSPS data transmitted from the light beacon 3 installed on the road on which the vehicle travels is acquired (S1 ), Whether or not to set travel support based on TSPS data, if the support target section for performing travel support of the vehicle based on TSPS data is set (S2, S23) and the vehicle is located in the support target section (S5, S6, S72, S74, S75), and the service-in icon 54 indicating the determination result is displayed on the liquid crystal display 15 mounted on the vehicle (S7, S8, S73, S76). Even if it is located in the target section, the driving support is implemented such that the reliability of the TSPS data is impaired By not performing the driving support in inappropriate situations, it is possible to performing an exact driving support. On the other hand, since the service-in icon 54 indicating the determination result as to whether or not the driving support based on the TSPS data can be performed is displayed, it is clear to the user whether the driving support can be currently performed. It is also possible to make it grasp.

The present invention is not limited to the above embodiment, and it is needless to say that various improvements and modifications can be made without departing from the scope of the present invention.
For example, in the present embodiment, information on the lighting pattern of a traffic light installed especially at an intersection is acquired as TSPS data, and travel support based on the lighting pattern of the traffic light (such as guidance for traveling without stopping the traffic light) is performed. Although it is assumed that other information on the intersection may be acquired. For example, travel support may be performed in which the congestion degree of each lane of an intersection is acquired and guidance is made to an available lane. Further, the intersection information acquired by the vehicle does not necessarily have to be TSPS data, and an information transmission source other than the light beacon may be used as the information transmission source.

  Further, in the present embodiment, the display by the liquid crystal display 15 and the sound output from the speaker 16 are performed as the driving assistance of the vehicle, but the vehicle may be controlled as the driving assistance (for example, deceleration control, steering control, etc. ). In addition, it is also possible to provide a driving assistance for automatic driving to a vehicle in automatic driving. For example, the control of the vehicle speed for passing without stopping at an intersection may be performed as driving assistance for a vehicle in automatic driving travel.

  Further, in the present embodiment, when comparing the TSPS data with the map information possessed by the navigation device 1, the location information of the intersection (S13, S55) compares information other than the location information of the intersection. It is good. For example, the position of the stop line, the altitude, the presence or absence of a traffic light, and the like.

  Further, in the present embodiment, when a plurality of support target sections are arranged along the traveling direction of the vehicle as shown in FIG. 20, voice guidance for guiding service out and display guidance for guiding service out (for example, (Erase of service-in icon 64) is targeted at only the support target section located in the most forward direction side, but only for the support target segment located in the most forward direction side for voice guidance for guiding service out It is good. In addition, display guidance for guiding out of service (for example, deletion of the service-in icon 64) may be performed not only for the support target section located closest to the traveling direction but also for each of a plurality of support target sections.

  Further, the present invention can be applied to an apparatus having a travel guidance function in addition to the navigation apparatus. For example, the present invention can also be applied to a mobile phone, a smartphone, a tablet terminal, another vehicle-mounted device, and the like (hereinafter referred to as a mobile terminal). Further, the present invention can be applied to a system configured of a server, a portable terminal, and the like. In that case, each step of the first driving support processing program (see FIG. 4) and the second driving support processing program (see FIG. 15) may be configured to be implemented by either the server or the portable terminal or the like. In addition, when the present invention is applied to a portable terminal or the like, the present invention can be applied to the travel support of moving objects other than vehicles.

  Moreover, although the Example which materialized the driving assistance device which concerns on this invention was described above, it is also possible for a driving assistance device to have the following structures, and in that case, there exist the following effects.

For example, the first configuration is as follows.
An intersection which is information about a plurality of intersections transmitted from an information transmission source (3) installed on a road on which a vehicle (4) travels and provided along a predetermined route in the traveling direction of the vehicle from the information transmission source Intersection information acquisition means (41) for acquiring information, and support target section setting means for setting an assistance target section for performing vehicle travel support based on the acquired intersection information when the intersection information is acquired ( 41) support execution determining means (41) for determining whether the travel support can be performed based on the intersection information when the vehicle is located in the support target section; and the support execution determination means Identification information display means (41) for displaying on the display device (15) mounted on the vehicle identification information (54) indicating the determination result of the vehicle, and in the case where the vehicle is located in the support target section If it is determined that the state capable of performing the driving assistance based on the intersection information, having a driving support means for performing driving support of the vehicle traveling the assistance subject zone on the basis of the intersection information.
According to the driving support apparatus having the above configuration, driving support is performed such that the reliability of the intersection information transmitted from the information source is impaired even when the vehicle is located in the support target section. In situations where the vehicle is not suitable, accurate driving support can be implemented by not performing driving support. On the other hand, since the identification information indicating the determination result as to whether or not the driving support based on the intersection information can be performed is displayed on the display device mounted on the vehicle, it is currently the state where the driving support can be performed It is also possible to make the user clearly grasp the

The second configuration is as follows.
The identification information display means (41) is operable information indicating that the travel support based on the intersection information can be implemented as the identification information (54) while the vehicle travels the support target section. And displaying, on the display device (15), any one of implementation impermissible information indicating that the travel support based on the intersection information can not be implemented.
According to the driving support apparatus having the above configuration, the user can first determine whether the vehicle is located in the support target section based on the presence or absence of the display of the identification information, and further depending on the type of the identification information to be displayed, It is possible to clearly grasp whether or not the present is in a state where it is possible to implement driving support.

The third configuration is as follows.
When the identification information display means (41) determines that the travel support based on the intersection information can not be implemented at the entry time when the vehicle (4) enters the support target section, The intersection information is displayed when it is determined that the driving assistance based on the intersection information can be performed at the entry time when the vehicle enters the support target section after displaying the inoperability information. It is further determined whether or not the time until the state where the driving support can not be implemented is based on the predetermined time is longer than the predetermined time, and the time until the state where the driving support based on the intersection information can not be implemented is less than the predetermined time If it is determined that the time is, it is determined that the time until the state where the driving support based on the intersection information can not be implemented will be implemented after the implementation impossibility information is displayed If it is determined that more than displays the enablement information.
According to the driving support apparatus having the above configuration, it is possible to prevent the identification information from being switched from the feasible information to the non-implementable information within a predetermined time immediately after the display of the identification information by the implementable information is started. . As a result, the service operation state can be notified to the user in an easy-to-understand manner, and flickering of the screen can be prevented.

The fourth configuration is as follows.
The identification information display means (41) can not execute the implementable information when it is determined that the travel support based on the intersection information can not be performed in the state where the enable information is displayed. When it is determined that the driving support can be performed based on the intersection information while switching to information and the inoperability information is displayed, and the driving support can not be performed in the future If it is determined that the time until it reaches the predetermined time is longer than the predetermined time, the ineffective information is switched to the ineffective information.
According to the driving support apparatus having the above configuration, it is possible to switch again from the inoperable information to the inoperable information after the identification information switches from the inoperable information to the inoperable information while the vehicle travels the support target section. It becomes possible to prevent. As a result, the service operation state can be notified to the user in an easy-to-understand manner, and flickering of the screen can be prevented.

The fifth configuration is as follows.
The intersection information includes information indicating an expiration date as information for each intersection, and the support implementation determination means (41) may determine that the intersection can be passed before the vehicle (4) passes the expiration date. When it is determined that the driving support based on the information can be performed and the vehicle can not pass through the intersection before the expiration date is over, it is determined that the driving support based on the intersection information can not be performed.
According to the driving support apparatus having the above configuration, the driving support based on the intersection information is performed only when the intersection information can be used within the expiration date of the intersection information, so the driving support is performed in a situation where the reliability of the information is impaired It is possible to provide accurate driving support without

The sixth configuration is as follows.
The intersection information includes information indicating an expiration date as information for each intersection, and the support implementation determination means (41) determines the intersection before the expiration date of the intersection information of the intersection targeted for driving assistance is passed. It is determined that the driving support based on the information can be performed, and the driving support based on the intersection information can not be performed after the expiration date of the intersection information of the intersection targeted for the driving support has passed. It is determined that
According to the driving support device having the above configuration, the driving support based on the intersection information is performed only when the intersection information is within the expiration date, so the driving support is not performed in the situation where the reliability of the information is impaired, It will be possible to implement accurate driving support.

The seventh configuration is as follows.
The intersection information includes information on lighting patterns of traffic lights installed at intersections.
According to the driving support device having the above configuration, driving support according to the lighting pattern of the traffic light that fluctuates in real time, which is difficult to obtain from the DB, by acquiring information on the lighting pattern of the traffic light installed at the intersection as the intersection information It is possible to do

The eighth configuration is as follows.
The driving support means performs driving support for passing the intersection without stopping at the intersection or driving support for stopping at the intersection.
According to the travel support device having the above configuration, while the vehicle travels the support target section, the travel support for passing the intersection without stopping at the intersection or the travel support for stopping at the intersection may be performed. It becomes possible. As a result, comfortable and safe traveling can be provided.

1 Navigation Device 2 Driving Support System 3 Light Beacon 4 Vehicle 5 Route 13 Navigation ECU
15 Liquid Crystal Display 16 Speaker 41 CPU
42 RAM
43 ROM
51 Road Route 60 Driving Guidance Screen 64 Service In Icon 65 Support Window

Claims (9)

Intersection information which is transmitted from an information transmission source installed on a road on which a vehicle travels, and acquires intersection information which is information on a plurality of intersections provided along a predetermined route in the traveling direction of the vehicle from the information transmission source Acquisition means,
Support target section setting means for setting a support target section to which the vehicle travel support is to be performed based on the acquired intersection information when the intersection information is acquired;
A support execution determination unit that determines whether the driving support can be performed based on the intersection information when the vehicle is located in the support target section;
Identification information display means for displaying identification information indicating the determination result of the support implementation determination means on a display device mounted on the vehicle;
When it is determined that the vehicle is located in the support target section and the travel support can be performed based on the intersection information, the travel of the vehicle traveling the support target section based on the intersection information And a driving support device for supporting the driving. The identification information display means
While the vehicle travels the support target section, the identification information can be implemented information indicating that the travel support based on the intersection information can be performed, and a state in which the travel support based on the intersection information can not be performed The driving support apparatus according to claim 1, wherein any one of the operation impracticable information indicating that the vehicle is present is displayed on the display device. The identification information display means
When it is determined that the traveling support based on the intersection information can not be implemented at the time of entry when the vehicle enters the support target section, the non-implementable information is displayed,
When it is determined that the travel support based on the intersection information can be performed at the entry time when the vehicle enters the support target section, the travel support based on the intersection information can not be performed in the future It is further determined whether there is a predetermined time or more until the state is reached,
If it is determined in the future that the time before the travel support can not be implemented based on the intersection information is determined to be less than a predetermined time, the implementation impracticable information is displayed,
3. The driving support apparatus according to claim 2, wherein the feasible information is displayed when it is determined that there is a predetermined time or more until a state in which the driving support can not be implemented based on the intersection information can be implemented in the future. The identification information display means
In the state where the feasible information is displayed, when it is determined that the driving support can not be implemented based on the intersection information, the implementable information is switched to the impossible information.
When it is determined that the driving support can be performed based on the intersection information in the state where the inoperability information is displayed, a time until the driving support can not be performed in the future The driving support apparatus according to claim 2 or 3, wherein when it is determined that there is a predetermined time or more, the inoperability information is switched to the practicable information. The intersection information includes information indicating an expiration date as information for each intersection,
The support implementation determination means is
If the vehicle can pass through the intersection before the expiration date, it is determined that the driving support based on the intersection information can be implemented.
The driving assistance apparatus according to any one of claims 1 to 4, wherein it is determined that the traveling assistance based on the intersection information can not be implemented if the vehicle can not pass through the intersection before the expiration date is passed. The intersection information includes information indicating an expiration date as information for each intersection,
The support implementation determination means is
Before the expiration date of the intersection information of the intersection targeted for driving support is determined, it is determined that the driving support based on the intersection information can be implemented.
The vehicle according to any one of claims 1 to 4, wherein it is determined that the driving support based on the intersection information can not be implemented after the expiration date of the intersection information of the intersection targeted for the driving support has passed. Driving support device.   The driving support apparatus according to any one of claims 1 to 6, wherein the intersection information includes information on a lighting pattern of a traffic light installed at the intersection.   8. The driving support apparatus according to claim 7, wherein the driving support means performs driving support for passing an intersection without stopping at an intersection or driving support for stopping at an intersection. Computer,
Intersection information which is transmitted from an information transmission source installed on a road on which a vehicle travels, and acquires intersection information which is information on a plurality of intersections provided along a predetermined route in the traveling direction of the vehicle from the information transmission source Acquisition means,
Support target section setting means for setting a support target section to which the vehicle travel support is to be performed based on the acquired intersection information when the intersection information is acquired;
A support execution determination unit that determines whether the driving support can be performed based on the intersection information when the vehicle is located in the support target section;
Identification information display means for displaying identification information indicating the determination result of the support implementation determination means on a display device mounted on the vehicle;
When it is determined that the vehicle is located in the support target section and the travel support can be performed based on the intersection information, the travel of the vehicle traveling the support target section based on the intersection information Driving support means for providing support;
Computer program to make it work.

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