JP2020166675A - Vehicle drive assist device - Google Patents

Abstract

To provide a drive assist device that reduces traffic light switching from a blue to a yellow or red during passing a crossing point, and does not cause a feeling of apprehension to drive assist information.SOLUTION: A vehicle drive assist device has: a reception unit 11 that receives signal information including at least transition of a lamp color of a traffic light installed at a crossing point and a light-up time of the lamp color thereof, externally; a remaining distance calculation unit 14 that calculates a remaining distance from an own vehicle location to a stop line of the crossing point; and a passage speed range calculation unit 15 is configured to calculate a speed range allowing for passing the crossing point according to the lamp color of the traffic light on the basis of the signal information and the remaining distance. When a road width of the crossing point targeted for a drive assist is equal to or more than a prescribed value, the vehicle drive assist device outputting the passage speed range as the drive assist information is configured to, with a prescribed location between a crossing point entrance and a crossing point exit as a virtual stop line, output drive assist information based on a remaining distance from the own vehicle location to the virtual stop line.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle driving support device that notifies a driver of operation support information at a signalized intersection.

In recent years, a vehicle or an in-vehicle device having a function of outputting driving support information to a vehicle driver, which is called a signal information utilization driving support system (TSPS: Traffic Signal Prediction Systems), has become widespread. Specifically, TSPS means that when a vehicle passes through an intersection where a traffic light is installed, it changes to the current light color of the traffic light, the lighting time of each light color, and the next light color at an upstream point of the intersection. Signal information including the number of remaining seconds (remaining time, waiting time) is received from outside the vehicle, and the arrival time at the intersection of the own vehicle is calculated from the received signal information and the position / speed of the own vehicle to support red light deceleration. It provides services such as traffic light passing support and other services that notify drivers of support information for smooth passage through intersections.

For example, Patent Document 1 discloses a vehicle driving support device in which a traveling vehicle receives signal information from outside the vehicle at an intersection and passes through the intersection using the received signal information.

JP-A-2010-244308

In the technique of Patent Document 1, the arrival time α is subtracted from the arrival time to the traffic light and compared with the time (change time) until the time changes from blue to yellow or red. However, it is disclosed that the vehicle passes through the intersection if it is less than or equal to the change time.
However, in the technique disclosed in Patent Document 1, at an intersection where the width of the crossing road is large, the traffic light may change from blue to yellow or red during the passage of the intersection.

The present invention has been made in view of the above circumstances, and is a driving support device that reduces the switching of a traffic light from blue to yellow or red while passing through an intersection and does not cause anxiety about driving support information. The purpose is to provide.

In order to solve the above-mentioned problems, a receiving unit that receives signal information including at least the transition of the light color of the traffic light installed at the intersection and the lighting time of the light color from outside the vehicle, and the remaining distance from the position of the own vehicle to the stop line of the intersection. It has a remaining distance calculation unit that calculates the remaining distance, and a passing speed range calculating unit that calculates a speed range that can pass through the intersection according to the lighting color of the traffic light based on the signal information and the remaining distance, and has a passing speed as driving support information. When the width of the intersection targeted for driving support is equal to or greater than the predetermined value of the vehicle driving support device that outputs the range, the predetermined position between the intersection entrance and the intersection exit is set as the position of the virtual stop line, and the position of the own vehicle. The driving support information is output based on the remaining distance from the to the virtual stop line.

According to the vehicle driving support device of the present invention, it is possible to provide a driving support device that reduces the switching of a traffic light from blue to yellow or red while passing through an intersection and does not cause anxiety about driving support information. it can.

It is a figure which shows the outline of a safe driving support system. It is a block diagram of the driving support device for a vehicle. It is a figure explaining the outline of the calculation method of the passing speed range. It is a flow chart explaining the output operation of the driving support information. It is a flow chart which shows the calculation process of another passing speed range.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, the roadside infrastructure that is a prerequisite for the operation of the vehicle driving support device 1 of the embodiment will be described with reference to FIG.
FIG. 1 is a diagram showing an outline of a driving safety support system (DSSS).
Here, it is assumed that the vehicle 100 equipped with the vehicle driving support device 1 travels on the road 90 where the intersection A and the intersection B are provided from the left to the right of the paper.

At the intersection A, the traffic lights 60a, 60b, 60c, 60d whose lighting timing is controlled by the signal control device 61 are provided, and at the intersection B, the traffic lights 62a, 62b whose lighting timing is controlled by the signal control device 63. , 62c, 62d are provided.
The signal control devices 61 and 62 are connected to the traffic control center 64, and the signal lights of the traffic lights 60a, 60b, 60c, 60d, 62a, 62b, 62c, 62d set from the traffic control center 64 (in the present specification, The lighting / extinguishing of the signal light is controlled based on the control information of the lighting time of the red, blue, and yellow light emitting parts of the traffic light (referred to as signal lights).
The control information of the lighting time of each of the traffic lights is notified from the traffic control center 64 to the optical beacon controller 65 as route signal information.

The optical beacon 66 is a wireless communication device provided on the road 90 on the upstream side of the traffic lights 60a and 62a, and is controlled by the optical beacon controller 65 to exchange information with the vehicle 100 passing through the intersection provided with the traffic lights 60a and 62a. Is.
The optical beacon 66 provides the shape of each intersection and the position information of the stop line in addition to the route signal information including the control information indicating the lighting time of each signal light in the traffic lights installed at the plurality of intersections of the traveling road 90. Notify the vehicle 100 of the road alignment information including the road alignment information.

The vehicle driving support device 1 of the embodiment acquires route signal information and road alignment information via an optical beacon 66 for near-infrared optical communication, but instead of this, it uses narrow-range communication in the 5.8 GHz band. Route signal information and road alignment information may be acquired by a certain DSRC (Dedicated Short Range Communication).
In addition, the vehicle driving support device 1 controls traffic via a roadside unit (radio base station) by road-to-vehicle communication by the wireless communication method defined in the "700 MHz band intelligent transportation system" (ARIB STD-T109). The route signal information and the road alignment information may be acquired from the center 64.

Further, the vehicle driving support device 1 notifies the traffic control center 64 of the position information, the intersection number, or the position information (latitude / longitude information) of the vehicle 100 by mobile wireless communication, and the corresponding route signal information and the road. You may get linear information.

The vehicle driving support device 1 is based on the above-mentioned route signal information (lighting time information of the traffic light), road alignment information (intersection shape and stop line position information), and positioning information and speed information of the vehicle 100. Build a driving system that utilizes signal information to provide driving support information.

FIG. 2 is a configuration diagram of the vehicle driving support device 1.
The optical beacon transmission / reception unit 21 acquires route signal information and road alignment information by the downlink of the optical beacon 66 (see FIG. 1), and notifies the optical beacon 66 of the vehicle ID and trip time as an uplink as near-infrared light. Communication department.
The road-to-vehicle communication unit 22 is a communication unit that receives route signal information and road alignment information by a roadside unit (not shown) installed at intersection A and intersection B and 700MHz band radio.

The position information acquisition unit 31 is a processing unit that acquires the position information of the vehicle 100 such as GPS (Global Positioning System).
The road information storage unit 32 is a storage unit that stores road map information, intersection shapes, stop line position information, and the like. For example, the map information of the navigation device may be acquired and stored, or the information acquired by the optical beacon transmission / reception unit 21 or the road-to-vehicle communication unit 22 may be stored.

The vehicle speed sensor 41 is a speed sensor that detects the traveling speed of the vehicle 100.

The display 51 stops at the stop line at the intersection at the red light without notifying the driver of the speed range of the vehicle 100 that can pass the intersection ahead at the green light or performing unnecessary acceleration / deceleration of the vehicle 100. It is a display unit that notifies the accelerator work for this purpose.
The sound output unit 52 is an output unit that outputs a warning sound or a voice so that the driver can turn his / her eyes to driving support information such as signal passage support and red light deceleration support.

The operation support control unit 10 is an information processing unit including a microcomputer and an input / output unit, and is a signal information acquisition unit (reception unit) that will be described in detail later by executing a program stored in the built-in memory. 11. The intersection information acquisition unit 12, the lighting time calculation unit 13, the remaining distance calculation unit 14, the passing speed range calculation unit 15, the signal passage support information output unit 16, and the red signal deceleration support information output unit 17 function as processing units.

FIG. 2 describes a configuration in which the vehicle driving support device 1 of the embodiment includes both an optical beacon transmission / reception unit 21 and a road-to-vehicle communication unit 22, but one of them is provided to provide route signal information and road signal information. It suffices if the road alignment information can be obtained.
Further, the vehicle driving support device 1 may include a DSRC transmitter / receiver instead of the optical beacon transmission / reception unit 21 or the road-to-vehicle communication unit 22.
More specifically, the vehicle driving support device 1 of the embodiment can be realized as a part of the driving support ECU (Electronic Control Unit) of the vehicle 100 and the car navigation system.

Next, with reference to FIG. 3, a method of calculating the passing speed range when the vehicle passes through the intersection, which the vehicle driving support device 1 notifies as driving support information, will be described.
FIG. 3 is a diagram showing a passing situation of an intersection of the vehicle 100, in which the vertical axis shows the passage of time and the horizontal axis shows the mileage. The slope of the straight line or the dotted line in FIG. 3 indicates the vehicle speed of the vehicle 100. In FIG. 3, the gentler the inclination, the higher the speed.

The origin in FIG. 3 indicates the traveling position of the vehicle 100 at the current time.
Tb on the time axis indicates the blue lighting time of the traffic light, Ty indicates the yellow lighting time, and Tr indicates the red lighting time. The lighting time of the traffic light can be obtained from the lighting time of each color in the route signal information, the lighting color at the time of notification of the route signal information, the remaining lighting time, and the acquisition time of the route signal information. In FIG. 3, the traffic light is lit in red from the current time at Tb, lit in blue from Tb to Ty, lit in yellow from Ty to Tr, and lit in red after Tr.

The distance from the traveling position at the current time to the stop line is calculated from the difference between the stop line position acquired as the road alignment information and the position information of the vehicle 100. Further, the vehicle speed from the time when the road alignment information is acquired to the current time may be integrated to obtain the mileage, and the distance to the stop line may be obtained by subtracting from the stop line distance of the road alignment information.
The distance from the running position at the current time to the intersection entrance and the intersection exit can be obtained from the intersection shape information acquired as road alignment information with reference to the position of the stop line.

First, a case where the vehicle 100 passes the intersection at the fastest speed will be described.
When the traffic light is lit in red, the vehicle 100 cannot cross the stop line and enter the intersection. Therefore, the passing point 3a is the fastest passing point for the vehicle 100 to enter the intersection. The vehicle speed of the vehicle 100 at this time is calculated by dividing the distance from the traveling position at the current time to the stop line by the time from the current time to Tb. This calculated vehicle speed is used as the upper limit speed of the passing speed range.

The vehicle 100 cannot cross the stop line and enter the intersection even when the traffic light is lit in yellow, but if it cannot safely stop before the stop line, it should enter as it is. Can be done. Therefore, the passing point 3b is the slowest passing point at which the vehicle 100 enters the intersection. In this case, the traffic light may turn yellow while passing through the intersection of the vehicle 100, and may turn red at an intersection where the width of the crossing road is wide. Since it is uncomfortable for the driver that the traffic light lights up in red while passing through the intersection, it is not preferable to use the passing speed range passing through the passing point 3b as the driving support information.

By setting the slowest passing point at which the vehicle 100 enters the intersection as the passing point 3c, the traffic light does not change during the passage of the intersection, but there is a problem that the passing speed range of the intersection is narrow.
Therefore, in the vehicle driving support device 1 of the embodiment, the passing point 3d located at the exit of the intersection when the traffic light changes from yellow lighting to red lighting, or located at the center of the intersection when the traffic light changes from blue lighting to yellow lighting. The passing point 3e is set as the slowest passing point at which the vehicle 100 enters the intersection, and the lower limit speed of the passing speed range is calculated.

When the passing point 3d is set as the passing point of the lower limit speed, when the traffic light changes from yellow lighting to red lighting, the traffic light passes through the intersection exit, so that the traffic light does not light red while passing through the intersection. However, there is no fear of feeling uneasy about driving support information.

The distance to the passing point 3d can be calculated based on the intersection shape of the road alignment information, but the shape information of the intersection may not be obtained. Road center line data is highly versatile and information acquisition is easy. Therefore, by setting the center of the intersection (passing point 3e), which is the center of the road, as the passing point, it is possible to prevent lack of provision of driving support information. Even when the passing point 3e is set as the passing point of the lower limit speed, the traffic light does not light up in red while passing through the intersection, so that the driver does not have a fear of anxiety about the driving support information.

The passing point for calculating the lower limit speed is not limited to the passing point 3d or the passing point 3e, and is an arbitrary point from the intersection entrance to the intersection exit at the time (Ty) when the traffic light changes from blue lighting to yellow lighting. May be good. By separately providing a passing point 3a for calculating the lower limit speed and a passing point (virtual stop line) set inside the intersection by a predetermined distance from the stop line position for calculating the upper limit speed, the traffic light can be set in the middle of passing the intersection. It is possible to set a passing speed range that does not light up in red.

Furthermore, when the width of the intersection is equal to or greater than a predetermined value, the lower limit speed is calculated from the stop line position, and the upper limit speed is calculated from the passing point inside the intersection by a predetermined distance from the stop line position, and the width of the intersection is a predetermined value. If it is smaller, the lower limit speed and the upper limit speed may be calculated based on the stop line position.
In this case, since the passing point for calculating the lower limit speed can be easily calculated, the processing load can be reduced.

Next, the functions of the driving support control unit 10 will be described in detail with reference to FIGS. 4 and 5.
First, the output operation of the driving support information of the vehicle driving support device 1 will be described with reference to FIG.

In step S41, the signal information acquisition unit 11 of the driving support control unit 10 acquires the route signal information including the lighting time information of the traffic light such as the traffic light 60a by the optical beacon transmission / reception unit 21 or the road-to-vehicle communication unit 22. Further, the intersection information acquisition unit 12 of the driving support control unit 10 acquires road alignment information including the shape of the intersection and the position information of the stop line by the optical beacon transmission / reception unit 21 or the road-to-vehicle communication unit 22, or the road. Road alignment information is acquired from the information storage unit 32.
The driving support control unit 10 waits for the acquisition of the route signal information and the road alignment information by the signal information acquisition unit 11 and the intersection information acquisition unit 12 (No in S41), and when the route signal information and the road alignment information are acquired, the step Proceed to S42 (Yes in S41).

In step S42, the lighting time calculation unit 13 of the driving support control unit 10 determines the lighting cycle time (lighting time information) of the traffic light from the lighting time (lighting time information) of each lighting pattern of the signal light in the route signal information acquired by the signal information acquisition unit 11. The lighting time of each signal light at the front intersection that outputs driving support information from the acquisition time of the route signal information, the lighting color at that time, and the remaining lighting time (the total value of the lighting time of each lighting pattern) is obtained. Tb, Ty, Tr) of 3 is calculated.

In step S43, the driving support control unit 10 sets the passable time zone from the lighting time of each signal light calculated in step S42 to the latest blue lighting lighting time to the extinguishing time.

Then, the remaining distance calculation unit 14 of the driving support control unit 10 acquires the current position information (for example, latitude / longitude information) of the vehicle 100 by the position information acquisition unit 31, and the optical beacon transmission / reception unit 21 or the road-to-vehicle communication unit. The remaining distance to the front intersection is calculated by obtaining the difference between the stop line position information or the intersection position information of the road alignment information acquired from 22.
The remaining distance calculation unit 14 of the driving support control unit 10 refers to the road information storage unit 32, and based on the map information stored in advance, the position information of the intersection that provides the support information and the position information acquisition unit 31 The remaining distance to the front intersection may be calculated from the difference from the acquired current position information of the vehicle 100.

In step S44, the passing speed range calculation unit 15 of the driving support control unit 10 divides the remaining distance calculated in step S43 by the traveling time from the current time to the start time of the latest passable time zone at the front intersection. Is calculated as the upper limit speed of the passing speed range of the front intersection. Then, the value divided by the traveling time until the end time of the passable time zone is calculated as the lower limit speed of the passing speed range to obtain the passing speed range of the front intersection of the vehicle 100.
Specifically, as described with reference to FIG. 3, the lower limit speed differs depending on the setting of the passing point at the end time of the passable time zone. The calculation flow of the passable speed range will be described in more detail with reference to FIG.

In step S45, the driving support control unit 10 determines whether the lower limit speed of the passing speed range of the front intersection calculated in step S44 is equal to or less than the speed limit of the road 90 (legal maximum speed).
If the lower limit speed is faster than the speed limit (No in S45), the vehicle 100 cannot pass through the intersection, so the process proceeds to step S47.

In step S47, the driving support control unit 10 controls the display unit 51 and the sound output unit 52 by the red light deceleration support information output unit 17, and provides driving support information for guiding the driver to stop at the stop line at the intersection. Output as red light deceleration support information. For example, the red signal deceleration support information output unit 17 displays as red signal deceleration support information on a display unit such as a meter panel to suppress acceleration or recommend accelerator off, or outputs a guidance voice to a sound output unit. Output to 52.
Then, the process returns to step S42, and the processes of steps S42 to S47 are repeated in a predetermined cycle until the vehicle stops at the stop line at the front intersection.

In step S45, when the lower limit speed is equal to or less than the speed limit (Yes in S45), the vehicle 100 may travel on the road 90 and pass through the intersection if the passing speed range is within the speed limit. Since it can be done, the process proceeds to step S46.
In step S46, the driving support control unit 10 outputs the speed range for passing through the intersection as signal passage support information by the signal passage support information output unit 16. For example, the signal passage support information output unit 16 recommends the vehicle 100 having a lower limit speed to an upper limit speed (if the upper limit speed exceeds the limit speed, the limit speed) on a display unit such as a meter panel as signal passage support information. The speed range is displayed, or the guidance sound is output to the sound output unit 52.

When the driving support control unit 10 finishes the process of step S46, it returns to step S42 and repeats the process of steps S42 to S46 at a predetermined cycle until it stops at the stop line at the front intersection.

After passing through the intersection, the driving support control unit 10 periodically repeats the output processing of the driving support information for the subsequent intersections within the range of the information acquired in step S41.

When the intersection is congested or congested, the vehicle cannot travel within the recommended speed range. Therefore, the driving support control unit 10 travels within the recommended speed range output by the vehicle 100 in step S46 in the processing flow of FIG. Whether or not it is determined based on the vehicle speed measured by the vehicle speed sensor 41, and if the vehicle has not traveled within the recommended speed range for a predetermined period, the output of the signal passage support information may be stopped. Thereby, the impression of the accuracy of the signal passage support information can be improved.

Further, the driving support control unit 10 acquires road congestion information for acquiring route signal information via the optical beacon transmission / reception unit 21 or the road-to-vehicle communication unit 22, and is based on the route signal information at a congested intersection. The driving support information may not be output.

Next, the details of step S44 of FIG. 4 will be described with reference to FIG.
In FIG. 5, the lower limit speed of the passing speed range is calculated by setting the passing point 3e (see FIG. 3) located at the center of the intersection as the slowest passing point at which the vehicle 100 passes through the intersection when the traffic light changes from blue lighting to yellow lighting. It is a processing flow when doing.

In step S51, the passing speed range calculation unit 15 obtains the traveling distance from the current position to the passing point 3a corresponding to the stop line of the intersection. Then, as the arrival time to the passing point 3a, the elapsed time until the blue lighting time Tb is set.
In step S52, the passing speed range calculation unit 15 divides the traveling distance obtained in step S51 by the arrival time to calculate the upper limit speed of the passing speed range.

In step S53, the passing speed range calculation unit 15 determines whether or not the width of the intersection that outputs the signal passing support information or the red signal deceleration support information is equal to or greater than the predetermined width based on the intersection shape information, and determines whether or not the width is equal to or greater than the predetermined width. If is greater than or equal to the predetermined value (Yes in S53), the process proceeds to step S54, and if the width is smaller than the predetermined value (No in S53), the process proceeds to step S56.

In step S54, the passing speed range calculation unit 15 obtains the mileage from the current position to the passing point 3e (virtual stop line) located at the center of the intersection. Then, as the arrival time to the passing point 3e, the elapsed time until the yellow lighting time Ty is set.
In step S55, the passing speed range calculation unit 15 divides the mileage obtained in step S54 by the arrival time to calculate the lower limit speed of the passing speed range.

In step S56, the passing speed range calculation unit 15 obtains the traveling distance from the current position to the passing point 3b corresponding to the stop line. Then, as the arrival time to the passing point 3b, the elapsed time until the yellow lighting time Ty is set.
In step S57, the lower limit speed of the passing speed range is calculated by dividing the mileage obtained in step S56 by the arrival time.

When the lower limit speed described with reference to FIG. 3 is calculated by the passing point 3d, in step S54, the passing speed range calculation unit 15 obtains the mileage from the current position to the passing point 3d located at the exit of the intersection, and obtains the passing point. As the arrival time to 3d, the elapsed time until the red lighting time Tr may be set.

In addition, when calculating the lower limit speed by setting the certified point in the intersection as the passing point (virtual stop line) at the yellow lighting time Ty, without limiting to the center of the intersection (passing point 3e) or the exit of the intersection (passing point 3d). In step S54, the passing speed range calculation unit 15 may obtain the mileage from the current position to the virtual stop line, and set the elapsed time until the yellow lighting time Ty as the arrival time to the virtual stop line.
Further, the position of the virtual stop line may be set on the exit side of the intersection according to the width of the intersection.

1 Driving support device for vehicles 10 Driving support control unit 11 Signal information acquisition unit 12 Intersection information acquisition unit 13 Lighting time calculation unit 14 Remaining distance calculation unit 15 Passing speed range calculation unit 16 Signal passage support information output unit 17 Red signal deceleration support information Output unit 21 Optical beacon transmission / reception unit 22 Road-to-vehicle communication unit 31 Position information acquisition unit 32 Road information storage unit 41 Vehicle speed sensor 51 Display unit 52 Sound output unit

Claims (9)

A receiver that receives signal information from outside the vehicle, including at least the transition of the light color of the traffic light installed at the intersection and the lighting time of the light color.
The remaining distance calculation unit that calculates the remaining distance from the vehicle position to the stop line at the intersection,
It has a passing speed range calculation unit that calculates a speed range that can pass through an intersection according to the color of the traffic light based on the signal information and the remaining distance.
In a vehicle driving support device that outputs a passing speed range as driving support information
If the width of the intersection covered by driving assistance is greater than or equal to the specified value,
The position of the virtual stop line is a predetermined position between the intersection entrance and the intersection exit.
A vehicle driving support device characterized by outputting driving support information based on the remaining distance from the own vehicle position to the virtual stop line. In the vehicle driving support device according to claim 1,
A vehicle driving support device characterized by detecting the width of an intersection based on map information. In the vehicle driving support device according to claim 1,
A vehicle driving support device characterized in that the actual stop line is set as the target stop position when the driving support is deceleration support. A vehicle driving support device that outputs vehicle passage support information when passing through an intersection.
A signal information acquisition unit that acquires lighting time information of traffic lights installed at the intersection, and
An intersection information acquisition unit that acquires shape information of the intersection,
A lighting time calculation unit that calculates the lighting time of the signal light based on the lighting time information,
The remaining distance calculation unit that calculates the distance from the vehicle to the specified position at the intersection,
When the width of the intersection in the shape information of the intersection is equal to or greater than a predetermined value, the speed of passing through the passing point located inside the intersection at the lighting time of the predetermined signal light calculated by the lighting time calculation unit is set as the passing speed range. As the lower limit speed, a passing speed range calculation unit that calculates the vehicle speed from the mileage to the passing point and the arrival time, and
A driving support device for a vehicle, which is characterized by being provided with. In the vehicle driving support device according to claim 4.
The passing speed range calculation unit travels to the passing point with the speed of passing with the position of the stop line of the intersection at the blue lighting time calculated by the lighting time calculation unit as the passing point as the upper limit speed of the passing speed range. A vehicle driving support device characterized in that the vehicle speed is calculated from the distance and the arrival time. In the vehicle driving support device according to claim 4, further
A red light deceleration support information output unit that outputs driving support information for stopping at the stop line of an intersection when the upper limit speed calculated by the passing speed range calculation unit exceeds a predetermined speed.
Signal passing support information that outputs the lower limit speed and the passing speed range as the upper limit speed as driving support information passing through an intersection when the upper limit speed calculated by the passing speed range calculation unit does not exceed a predetermined speed. Output section and
A driving support device for a vehicle, which is characterized by being provided with. In the vehicle driving support device according to claim 4.
The passing speed range calculation unit sets the speed at which the vehicle passes at the center position of the intersection at the yellow lighting time calculated by the lighting time calculation unit as the passing point as the lower limit speed of the passing speed range, and determines the traveling distance to the passing point. A vehicle driving support device characterized in that the vehicle speed is calculated from the arrival time. In the vehicle driving support device according to claim 4.
The passing speed range calculation unit sets the speed at which the vehicle passes at the exit position of the intersection at the red lighting time calculated by the lighting time calculation unit as the passing point as the lower limit speed of the passing speed range, and determines the traveling distance to the passing point. A vehicle driving support device characterized in that the vehicle speed is calculated from the arrival time. In the vehicle driving support device according to claim 4.
The intersection information acquisition unit is a vehicle driving support device characterized by acquiring shape information of an intersection based on map information of a navigation device.

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