JP4026435B2 - Running condition judgment device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a traveling state determination device that determines a traveling state of a vehicle.
[0002]
[Prior art]
2. Description of the Related Art There is known an apparatus that determines a traveling state of a vehicle based on the vehicle speed or the like. For example, in the navigation device disclosed in Japanese Patent Application Laid-Open No. 11-142178, when the vehicle speed becomes zero, it is estimated that the vehicle is temporarily stopped to wait for a signal.
[0003]
[Problems to be solved by the invention]
However, in conventional devices such as the navigation device described above, the driver is stressed while driving, such as a situation in which the vehicle follows a low-speed traveling vehicle or a situation in which the vehicle continuously stops with a plurality of signals. It was not possible to determine the unsmooth running condition of the vehicle, which tends to accumulate.
[0004]
An object of the present invention is to provide a traveling state determination device that determines a non-smooth traveling state of a vehicle.
[0005]
[Means for Solving the Problems]
A travel situation determination apparatus according to the present invention includes a current position detection unit that detects a current position of a vehicle, a speed detection unit that detects a speed of the vehicle, a storage unit that stores map information, A congestion status determination unit that determines a congestion status of a road based on an average value of vehicle speeds detected by the speed detection unit within a predetermined period in the past; Based on the current position of the vehicle detected by the current position detection means, the speed of the vehicle detected by the speed detection means, and the map information stored by the storage means, The travel inhibition determination means for determining whether or not the travel of the vehicle has been temporarily inhibited, and the travel inhibition determination means when the congestion state determination means has determined that the road congestion state is “good”. If it is determined that the vehicle is temporarily obstructed, Unsmooth driving conditions As The above-described object is achieved by including a traveling state determining means for determining.
[0006]
【The invention's effect】
Since the driving condition determination device according to the present invention determines the non-smooth driving condition of the vehicle based on the current position of the vehicle, the speed of the vehicle, and the map information, the driving condition in which the driver's stress is likely to increase is appropriately set. Can be determined.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Below, the case where the driving | running | working condition determination apparatus by this invention is applied to a car navigation apparatus is demonstrated. FIG. 1 is a diagram illustrating a configuration of a traveling state determination apparatus according to an embodiment. The travel situation determination device in one embodiment includes a controller 2, a current position detection device 3, a clock unit 6, an operation unit 7, a display 8, a speaker 9, a map database 10, and an information providing device 11. The GPS antenna 15 is provided.
[0008]
The current position detection device 3 includes a GPS receiver 4 and a vehicle speed sensor 5. The GPS receiver 4 receives the satellite wave transmitted from the satellite by the GPS system by the GPS antenna 15, demodulates the received satellite wave, and detects the data transmitted from the satellite, thereby detecting the position of the reception position. Information is output as the current position of the vehicle. The GPS receiver 4 also detects the traveling direction of the vehicle. The vehicle speed sensor 5 detects the traveling speed of the vehicle.
[0009]
The clock unit 6 measures the current time and outputs time data to the controller 2. The operation unit 7 includes a changeover switch and various operation keys for an operator to perform an input operation. The controller 2 includes a CPU 2a, a ROM 2b, a RAM 2c, and the like, and controls the entire car navigation apparatus 1 according to a control program stored in the ROM 2b, control data stored in the RAM 2c, and the like. Further, the controller 2 determines whether the vehicle has a traffic jam or travels at a low speed based on the vehicle speed and current position detected by the current position detection device 3 and the map information stored in the map database 10. Whether the vehicle is following or continuously stopped by a signal is determined. A detailed method for determining the running situation will be described later.
[0010]
The map database 10 is map information stored in DVD software or CD software, and is read into the controller 2 under the control of the controller 2. The display 8 displays map information around the host vehicle, for example, and displays the host vehicle position, traffic jam information, and the like on the map information. The speaker 9 notifies the driver of route guidance information and a predetermined warning using voice.
[0011]
The information providing device 11 includes a controller 12, a content database 13, and a playback device 14. The controller 12 reads the content stored in the content database 13 based on the traveling state of the vehicle determined by the controller 2 and provides it to the driver or the like by the playback device 14. The content stored in the content database 13 includes entertainment content such as music and narration content such as information and narrative. Entertainment content is effective for changing the mood of the driver and the atmosphere inside the vehicle, and is provided, for example, when it is determined that the vehicle is involved in a traffic jam. Narration content is used when alerting the driver or providing information according to the driving situation.
[0012]
The classification of the driving situation in the present embodiment will be described with reference to FIG. In the present embodiment, the traveling situation is divided into three categories of “congestion”, “congestion”, and “smooth”. This classification method conforms to the definition of the classification used in the VICS information provided from the road traffic information communication system center. In the VICS information, an average speed of 10 km / h or less is defined as “traffic jam”, 10 to 20 km / h as “congested”, and 20 km / h or more as “smooth”.
[0013]
In the present embodiment, when the average speeds for the past 1 minute, 2 minutes, and 4 minutes are both less than 10 km / h based on the current time, it is determined that the traffic is “congested”. Further, if any of the average speeds of the past 1 minute, 2 minutes, and 4 minutes is less than 20 km / h with reference to the current time, it is determined as “congested”. Furthermore, if any of the average speeds of the past one minute, two minutes, and four minutes is 20 km / h or more with reference to the current time, it is determined as “smooth”.
[0014]
In the present embodiment, a state in which a smooth traveling state is temporarily obstructed among the traveling states determined to be “smooth” is defined as “non-smooth”. The following situations are assumed as “non-smooth” in the actual driving environment.
▲ 1 ▼ frequent waiting for signal
▲ 2 ▼ Frequently waiting for a right turn
(3) Stops continuously with multiple signals
▲ 4 ▼ Follow low speed vehicles
[0015]
(1) included in the driving situation defined as “non-smooth” is a case where the number of times of stopping with a red light frequently occurs, especially when the host vehicle is in front of it when stopped with a red light. The situation. {Circle over (2)} is a case where, for example, there is a vehicle waiting for a right turn on a one-lane, one-way road, so that the following vehicle is not able to go straight and stops. {Circle over (3)} is, for example, a case where the vehicle continuously stops with a plurality of signals on a straight path with a plurality of intersections. {Circle over (4)} is a case where the vehicle travels subsequent to a vehicle traveling at a speed lower than the speed limit of the road, such as a construction work vehicle or a road cleaning vehicle. Under these driving conditions (1) to (4), it cannot be said that the vehicle is driving comfortably. Therefore, if it is determined that the driving condition is not smooth, an appropriate one is required as necessary. It is effective to provide information and entertainment content to drivers and the like.
[0016]
Below, the operation | movement of the car navigation apparatus 1 is demonstrated using the main flowchart shown in FIG. 3, and the subroutine flow shown in FIGS. The process according to the flowchart shown in FIG. 3 starts when the vehicle starts running and is performed by the controller 2. In step S100, it is determined whether or not the vehicle is involved in a traffic jam. This congestion determination method processing will be described later using a subroutine flow shown in FIG. If it is determined that the vehicle is involved in a traffic jam, the process proceeds to step S110. In step S110, processing in the traffic information providing mode is performed. In other words, the information providing apparatus 11 provides the driver with necessary information such as traffic information when there is a traffic jam, or provides entertainment content that changes the driver's mood.
[0017]
If it is determined in step S100 that the host vehicle is not involved in a traffic jam, the process proceeds to step S200. In step S200, it is determined whether or not the host vehicle follows a low-speed traveling vehicle such as a work vehicle. This low-speed vehicle follow-up determination process will be described later using a subroutine flow shown in FIG. If it is determined that the host vehicle follows the low-speed traveling vehicle, the process proceeds to step S210. In step S210, processing in the low-speed vehicle following information providing mode is performed. That is, the information providing device 11 provides narrations such as “Let's stop overtaking” or music that softens the atmosphere.
[0018]
If it is determined in step S200 that the host vehicle does not follow the low-speed traveling vehicle, the process proceeds to step S300. In step S300, it is determined whether or not the host vehicle is continuously stopped by a signal. This continuous signal stop determination process will be described later using a subroutine flow shown in FIG. If it is determined that the host vehicle has continuously stopped at the signal, the process proceeds to step S310. In step S310, processing in the signal continuous stop time information provision mode is performed. For example, entertainment-related content is provided by the information providing device 11.
[0019]
If it is determined in step S300 that the signal is not continuously stopped, the process proceeds to step S400. Further, when processing in the information provision mode is performed in steps S110, S210, and S310, the process also proceeds to step S400. In step S400, it is determined whether traveling of the host vehicle has ended. If the current position acquired by the GPS receiver 4 of the current position detection device 3 matches a destination set in advance in the car navigation device 1, it is determined that the vehicle has finished traveling, and the processing according to this flowchart ends. . On the other hand, if it determines with driving | running | working not being complete | finished, it will return to step 100 and will perform the process mentioned above repeatedly.
[0020]
The traffic jam determination process in step S100 of the flowchart shown in FIG. 3 will be described using the subroutine flow shown in FIG. In step S <b> 101, the current position of the vehicle acquired by the GPS receiver 4 is read and the current time is read from the clock unit 6. When the read current position and current time of the host vehicle are temporarily stored in the RAM 2c of the controller 2, the process proceeds to step S102. In step S102, the moving distance of the vehicle is calculated based on the current position information stored in the RAM 2c in step S101. That is, since the RAM 2c stores position information read in the past, the movement distance is calculated using the two position information. When the calculated movement distance is stored in the RAM 2c, the process proceeds to step S103.
[0021]
In step S103, the average speed for the past 1 minute, 2 minutes, and 4 minutes is calculated based on the current time. For example, when calculating the average speed for the past one minute, the average speed for the past one minute is calculated by obtaining the movement distance for the past one minute using the movement distance data stored in the RAM 2c. When the average speeds for the past 1 minute, 2 minutes, and 4 minutes are calculated, the process proceeds to step S104. The calculated average speed is stored in the RAM 2c.
[0022]
In step S104, it is determined whether the average speeds calculated in step S103 for the past 1 minute, 2 minutes, and 4 minutes are all 10 km / h or less. If it is determined that the average speeds of the past 1 minute, 2 minutes, and 4 minutes are all 10 km / h or less, it is determined that the host vehicle is involved in a traffic jam. In this case, as described above, the processing in the traffic information providing mode is performed. If it is determined that all the average speeds for the past 1 minute, 2 minutes, and 4 minutes are not less than 10 km / h, it is determined that the host vehicle is not involved in a traffic jam. In this case, the determination in step S100 in the flowchart shown in FIG. 3 is negative, and the process proceeds to step S200.
[0023]
Next, the low-speed vehicle follow-up determination process in step S200 of the flowchart shown in FIG. 3 will be described using a subroutine flow shown in FIG. In step S201, the average speed calculated in step S103 of the subroutine flow shown in FIG. 4 is read from the RAM 2c, and the standard deviation (variation) of the speed is calculated based on the speed data stored in the RAM 2c. This speed data is data measured at any time by the vehicle speed sensor 5 and stored in the RAM 2c. When the standard deviation is calculated, the process proceeds to step S202.
[0024]
In step S202, it is determined whether or not the average speeds of the past one minute, two minutes, and four minutes read in step S201 are all equal to or less than a predetermined threshold value (first predetermined value). The predetermined threshold (first predetermined value) is determined in advance based on the speed of the work vehicle for construction and the work vehicle during road cleaning. If it is determined that all the average speeds are equal to or lower than the predetermined threshold speed, the process proceeds to step S203. If it is determined that any one of the average speeds is greater than the predetermined threshold speed, this subroutine flow is terminated. Note that the average speed used for the determination in step S202 may be one average speed data, for example, using only the average speed for the past 4 minutes.
[0025]
In step S203, it is determined whether or not the standard deviation of the speed calculated in step S201 is equal to or less than a predetermined threshold value (second predetermined value). A work vehicle or the like during road cleaning has a feature of traveling at a constant low speed. Further, when there is a traffic jam, the average speed of the vehicle is generally low, but the speed is not constant but varies. Therefore, in this embodiment, it is determined whether or not the vehicle is traveling behind a low-speed traveling vehicle based on the magnitude of the speed variation. If it is determined that the standard deviation of the speed is equal to or less than the predetermined threshold value, it is determined that the vehicle is following a low-speed traveling vehicle, and the processing in the information providing mode at the time of low-speed vehicle following is performed. On the other hand, if it is determined that the standard deviation of the speed is greater than the predetermined threshold value, it is determined that the vehicle is not following the low-speed traveling vehicle. In this case, the determination in step S200 in the flowchart shown in FIG. 3 is negative, and the process proceeds to step S300.
[0026]
Finally, the continuous signal stop determination process in step S300 of the flowchart shown in FIG. 3 will be described using the subroutine flow shown in FIG. On straight roads with many intersections, after stopping by a red light, the signal turns blue and the vehicle starts, but there is a situation where the next signal turns red and must be stopped again. If such a situation continues, the frequency of stopping increases even though no traffic jam occurs, and the possibility that the driver's stress will accumulate increases. In this subroutine flow, such a situation is accurately detected, and information is provided as necessary.
[0027]
In step S <b> 301, the vehicle speed is measured based on the signal acquired by the vehicle speed sensor 5, and the traveling direction of the host vehicle is acquired by the GPS receiver 4. In the next step S302, it is determined whether or not the host vehicle has stopped based on the vehicle speed measured in step S301. If it determines with the own vehicle having stopped, it will progress to step S303, and if it determines with not having stopped, it will return to step S301. In step S303, the map data stored in the map database 10 is used to search for traffic lights that exist within a certain distance range centered on the current position of the host vehicle.
[0028]
The search for the traffic signal is performed within a certain distance range centered on the current position of the vehicle acquired by the GPS receiver 4. In recent car navigation map software, since traffic signal information is stored, latitude / longitude data of the current position of the host vehicle and latitude / longitude data of traffic signals included in the map data stored in the map database 10 Based on this, a search for traffic lights is performed. Note that the map data for car navigation in which traffic signal information is stored includes map data in the KIWI format. When a traffic light that exists within a certain distance range centered on the current position of the host vehicle is searched, the process proceeds to step S304.
[0029]
In step S304, it is determined whether there is a traffic signal within a certain distance range centered on the current position of the host vehicle and the direction of the traffic signal matches the traveling direction of the host vehicle. If the determination in step S304 is affirmed, the process proceeds to step S305, and if the determination is negative, this subroutine flow ends. In step S305, it is determined that the host vehicle is stopped by a signal, and the time when the vehicle stops, the latitude / longitude data of the stop position, the traffic signal ID included in the map data, and the stop count of the signal stop are stored in the RAM 2c of the controller 2. To remember. If various information at the time of signal stop is memorized, it will progress to Step S306.
[0030]
In step S306, the number of signal stops is counted and the process proceeds to step S307. In step S307, based on the signal stop information stored in the RAM 2c of the controller 2, it is determined whether or not the current signal stop is the second or subsequent signal stop after the start of the processing according to the flowchart shown in FIG. judge. If it is determined that the signal is stopped for the second time and thereafter, the process proceeds to step S308. If it is determined that the signal is stopped for the first time, this subroutine flow is terminated. In step S308, using the map data stored in the map database 10, the stop position data at the previous signal stop and the stop position data at the current signal stop stored in the RAM 2c, Search for existing traffic lights. When the traffic signal is searched, the process proceeds to step S309.
[0031]
In step S309, as a result of the traffic signal search performed in step S308, it is determined whether another traffic signal exists between the traffic signal stopped last time and the traffic signal stopped this time. If it is determined that there is another traffic signal between the two traffic signals, it is determined that there is no continuous signal stop, and this subroutine flow ends. On the other hand, if it is determined that there is no other traffic light between the traffic light that was stopped last time and the traffic light that was stopped this time, it is determined that there is a continuous signal stop, and the process proceeds to step S310, where the above-described continuous signal stop time information provision is provided. Perform mode processing.
[0032]
In the processing in the continuous signal stop information providing mode, for example, the information providing apparatus 11 provides entertainment content. In this case, a recommended traveling speed for avoiding a red signal may be displayed on the display 8. In other words, when the signal stop is repeated even though there is no traffic jam on the road, it is much higher than the driving speed assumed by the signal system control or driving at an extremely low speed. The situation is assumed. On main roads, there are cases where multiple signals on the same road are controlled systematically in order not to obstruct traffic flow. Therefore, the estimated speed in signal system control is estimated and this estimated speed is used. If you drive, there will be fewer situations where you stop following the signal. Below, the calculation method of the assumption speed in signal system control, ie, recommended travel speed, is explained.
[0033]
When the first signal stops, the stop position of the vehicle is acquired from the GPS receiver 4 and the ID of the stopped traffic signal is acquired from the map database 10. Further, the stop time and the travel resumption time are acquired from the clock unit 6. The data when the signal is stopped is acquired every time the signal is stopped with a red signal, and stored in the RAM 2c of the controller 2. Hereinafter, the data when these signals are stopped is referred to as stop information.
[0034]
When the host vehicle stops the signal for the second time, the controller 2 calculates the average travel speed Va between the stop signals based on the stop time information stored in the RAM 2c.
Specifically, the distance L between the stop signals is calculated based on the stop position information, and the travel time Ta is calculated based on the time when the travel is restarted after the previous signal stop and the current signal stop time. Based on the calculated travel distance L and travel time Ta, the average travel speed Va between the stop signals is calculated. Moreover, based on the stop time at the time of the previous signal stop and the travel resumption time, the time Tb that was stopped by the signal is calculated. The recommended travel speed Vf is calculated by the following equation (1) using these parameters Va, L, and Tb.
Vf = Va * L / (Tb * Va + L) (1)
[0035]
The calculated recommended travel speed Vf is displayed on the display 8. At this time, the recommended running speed Vf can be notified by voice through the speaker 9. The driver can avoid a situation where the driver continuously stops by a signal by traveling at the notified recommended traveling speed Vf, and can perform a comfortable driving.
[0036]
When calculating the signal stop time Tb, the recommended travel speed Vf can be calculated more accurately if the signal display change time Tc at which the signal changes from red to blue can be calculated instead of the travel resumption time. In order to calculate the signal display change time Tc, first, based on the traffic signal position information and the vehicle stop position information, the distance from the stop position of the host vehicle to the traffic signal is calculated and stopped at the head. Estimate how many vehicles behind the vehicle are stopped. The signal display change time Tc is estimated based on the estimated number of vehicles waiting for signals to the host vehicle and the travel resumption time. In this case, using the signal display change time Tc instead of the travel resumption time, the time Tb that was stopped by the signal is calculated.
[0037]
According to the traveling state determination apparatus in the present embodiment, the non-smooth traveling state of the vehicle can be determined based on the current position of the vehicle, the speed of the vehicle, and the map information. This non-smooth traveling state includes a low-speed traveling vehicle following state where the vehicle follows a low-speed traveling vehicle and a continuous signal stopping state where the vehicle continuously stops with a signal. A conventional car navigation device (for example, Japanese Patent Application Laid-Open No. 2002-090165) can detect a traffic jam, but does not recognize the traffic jam, but detects a non-smooth driving situation that increases the driver's stress. I couldn't. According to the traveling state determination device in the present embodiment, in a traveling state that is not recognized as a traffic jam, the state of traveling following a low-speed traveling vehicle, the state of continuously stopping with a signal, and the like are appropriately determined. can do.
[0038]
Whether or not the vehicle is following a low-speed traveling vehicle is determined based on the average speed of the vehicle and the standard deviation of the speed. Therefore, it is accurately detected that the vehicle follows a low-speed traveling vehicle such as a road cleaning vehicle. can do. In addition, since it is determined by the following method whether or not the signal has been stopped continuously by the signal, it is possible to accurately detect that the signal has been stopped by the signal continuously. That is, after detecting the stop of the vehicle, based on the position information of the traffic light included in the map information and the current position of the vehicle, a traffic light within a predetermined distance range centered on the vehicle is detected, and the detected traffic light of the traffic light is detected. When the direction and the traveling direction of the vehicle match, it is determined that the vehicle has stopped by a signal, and by detecting a traffic light that exists between the stopped signals, it is determined whether the vehicle has stopped by a signal continuously. Yes.
[0039]
If it is determined that the vehicle has continuously stopped at the signal, the recommended traveling speed of the vehicle is calculated and notified to the driver, so the driver travels at the notified recommended traveling speed, thereby reducing the number of times the vehicle stops at the signal. In addition, the fuel consumption can be reduced. In addition, it is possible to provide entertainment-related content that changes the driver's mood when it is determined that the driving condition is not smooth, such as when following a low-speed vehicle or when a continuous signal is stopped. Since the corresponding information is provided, the driver's frustration can be eased.
[0040]
The present invention is not limited to the embodiment described above. For example, the traveling direction of the vehicle is acquired by the GPS receiver 4, but the current position detection device 3 is provided with a gyro for detecting the traveling direction of the vehicle and is detected using the gyro. Good. In addition, as shown in FIG. 2, the travel status is divided based on the average travel speed of the past 1 minute, 2 minutes, and 4 minutes, but the average travel speed of 1 minute, 3 minutes, and 6 minutes is used. May be.
[0041]
In the processing in the information provision mode at the time of traffic jam, the processing in the information provision mode at the time of low-speed vehicle follow-up, and the processing in the information provision mode at the time of continuous signal stop, the music and information stored in the content database 13 of the information provision device 11 are provided. However, information acquired from the outside of the vehicle via wireless communication may be provided. In addition, when it is determined that the vehicle is involved in a traffic jam, it is possible to recommend a change of the route, such as showing another route to the destination on the display 8.
[0042]
The recommended travel speed is notified to the driver when it is determined that the vehicle has been continuously stopped by a signal. However, even when the vehicle is not continuously stopped, the recommended travel speed should be notified when the frequency of signal stop is high. Also good. For example, out of a predetermined number of signals that have passed, the degree of stop is calculated based on the number of stopped signals, and the recommended travel speed is calculated when the calculated degree of stop is equal to or greater than a predetermined value (third predetermined value). Then, the driver can be notified.
[0043]
The correspondence between the constituent elements of the claims and the constituent elements of the embodiment is as follows. That is, the GPS receiver 4 is a current position detection means and a traveling direction detection means, a vehicle speed sensor 5 is a speed detection means, a map database 10 is a storage means, a controller 2 is a travel condition determination means, an average speed detection means, and a standard deviation calculation. The information providing device 11 constitutes the information providing means, each of the means, the traffic light detecting means, the signal stop determining means, and the recommended travel speed calculating means. In addition, each component is not limited to the said structure, unless the characteristic function of this invention is impaired.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of an embodiment of a traveling state determination apparatus according to the present invention.
FIG. 2 is a diagram for explaining a classification of a driving situation in the embodiment;
FIG. 3 is a flowchart showing processing contents performed by the car navigation device according to the embodiment;
FIG. 4 is a subroutine flow showing the contents of traffic jam judgment processing.
FIG. 5 is a subroutine flow showing the contents of low-speed vehicle follow-up determination processing.
FIG. 6 is a subroutine flow showing the contents of continuous signal stop determination processing;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Car navigation apparatus, 2 ... Controller, 2a ... CPU, 2b ... ROM, 2c ... RAM, 3 ... Current position detection apparatus, 4 ... GPS receiver, 5 ... Vehicle speed sensor, 6 ... Clock part, 7 ... Operation part, 8 ... Display, 9 ... Speaker, 10 ... Map database, 11 ... Information providing device, 12 ... Controller, 13 ... Content database, 14 ... Playback device

Claims (7)

Current position detecting means for detecting the current position of the vehicle;
Speed detecting means for detecting the speed of the vehicle;
Storage means for storing map information;
Congestion status determination means for determining the congestion status of the road based on the average value of the vehicle speed detected by the speed detection means within a predetermined period in the past;
Based on the current position of the vehicle detected by the current position detection means, the speed of the vehicle detected by the speed detection means, and the map information stored by the storage means, the vehicle travels temporarily. Traveling inhibition determination means for determining whether or not
When it is determined that the congestion state of the road is “smooth” by the congestion state determination unit, and the travel inhibition determination unit determines that the vehicle travel is temporarily inhibited, the vehicle at that time And a travel condition determining means for determining the travel condition as an unsmooth travel condition. In the travel condition determination device according to claim 1,
The travel inhibition determining means determines that travel of the vehicle is temporarily inhibited when the vehicle follows a low-speed traveling vehicle or when the vehicle continuously stops with a signal. Situation judgment device. In the travel condition judging device according to claim 2,
An average speed calculating means for calculating an average speed of the vehicle based on the speed of the vehicle detected by the speed detecting means;
A standard deviation calculating means for calculating a standard deviation of the vehicle speed based on the vehicle speed detected by the speed detecting means;
The travel inhibition determining means has an average vehicle speed calculated by the average speed calculating means equal to or less than a first predetermined value, and a standard deviation of the speed calculated by the standard deviation calculating means is a second predetermined value. A traveling state determination device that determines that the vehicle is following a low-speed traveling vehicle when the value is equal to or less than the value. In the traveling situation determination device according to claim 2 or 3,
Traveling direction detection means for detecting the traveling direction of the vehicle;
Based on the position information of the traffic signal included in the map information stored in the storage unit and the current position of the vehicle detected by the current position detection unit, A traffic light detecting means for detecting;
Whether the vehicle has stopped at the signal based on the vehicle speed detected by the speed detection unit, the vehicle travel direction detected by the travel direction detection unit, and the traffic signal information detected by the traffic signal detection unit Signal stop determination means for determining whether or not,
The travel inhibition determination unit is configured to signal the vehicle based on the signal stop information of the vehicle determined by the signal stop determination unit and the position information of the traffic signal included in the map information stored in the storage unit. A traveling state determination device that determines that the vehicle has stopped continuously. In the travel condition judging device according to any one of claims 2 to 4,
Recommended traveling speed calculating means for calculating a recommended traveling speed of the vehicle when the traveling inhibition determining means determines that the traveling condition of the vehicle is the continuous signal stop condition;
A traveling state determination apparatus, further comprising: an informing unit that informs a driver of the recommended traveling speed calculated by the recommended traveling speed calculating unit. In the travel condition judging device according to claim 5,
The recommended travel speed calculating means calculates the recommended travel speed of the vehicle even when the frequency at which the vehicle stops with a signal is higher than a predetermined value. In the traveling situation determination device according to any one of claims 1 to 6,
The travel situation determination apparatus further comprising information providing means for providing information according to the non-smooth travel situation of the vehicle determined by the travel situation determination means.

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