JP5104242B2 - Information providing apparatus, information providing system, computer program, and information providing method - Google Patents

Description

  The present invention relates to an information providing apparatus that provides information for safely stopping or passing a vehicle at an intersection, an information providing system including the information providing apparatus, a computer program that realizes the information providing apparatus, and an information providing method.

  Many techniques are applied to safe driving assistance for vehicles, such as a technique relating to stop control for decelerating and stopping a running vehicle, and a technique relating to dilemma control considering signal switching time. There is also a technology that promotes safe driving by evaluating driving conditions.

  For example, in order to stop the vehicle at the stop line before the intersection, the stop line is detected based on the image obtained from the camera, the vehicle is controlled by the vehicle speed or acceleration / deceleration information, and the vehicle is stopped at the stop line. There is a technology to stop.

  In addition, when the communication device installed upstream of the intersection obtains the signal switching timing information of the intersection and the distance to the stop line (or the position information of the stop line) with the in-vehicle device, and the vehicle enters the dilemma zone There is a safe speed providing method that provides a critical travel speed to escape from the dilemma zone when expected.

Further, there is disclosed a vehicle driving state evaluation device that detects driving information of a vehicle, compares the detected driving information with a reference value, evaluates driving information, and notifies the driver of the evaluation result (see Patent Document 1). A driving skill evaluation device is disclosed that evaluates driving skill based on acceleration measurement data as a driving situation of a running vehicle and suppresses rough driving to promote safe driving (see Patent Document 2).
JP 2000-247162 A JP 2001-74764 A

  However, the techniques of Patent Document 1 and Patent Document 2 simply acquire driving information and evaluate the driving state, and only display the driving evaluation point or display such as please drive gently. It is not possible to grasp what kind of driving environment the vehicle is in a dangerous state, and it has been desired to provide clearer information to a driver who intends to drive safely.

  The present invention has been made in view of such circumstances, and makes it possible for a driver to numerically recognize dangerous driving at an intersection and to avoid dangerous driving with a sufficient margin. An object is to provide an information providing system including the information providing apparatus, a computer program for realizing the information providing apparatus, and an information providing method.

An information providing apparatus according to a first aspect of the present invention is an information providing apparatus that provides driving support information related to driving support of a vehicle based on a yellow signal time and a signal cycle of a traffic light installed at an intersection, and the yellow signal time and signal Risk of calculating the degree of risk indicating the possibility of entering a dangerous driving state determined by the stop condition for the vehicle to stop before the intersection and the entry condition for entering the intersection based on the cycle and the vehicle speed A degree calculating means, a generating means for generating driving support information according to the risk calculated by the risk calculating means, an output means for outputting the driving support information generated by the generating means, and the entry condition and the vehicle speed. An approach position calculating means for calculating the determined approach position; a stop position calculating means for calculating a stop position determined by the stop condition and the vehicle speed; and the signal period and the vehicle speed. An integrated value calculating means for calculating an integrated value, wherein the risk calculating means is configured to calculate a risk according to a value obtained by dividing a difference between the entry position and the stop position by the integrated value. Oh, wherein the Rukoto.

Information providing device according to the second invention, Oite the first shot bright, said generating means generates the driving support information according to the vehicle speed corresponding to the minimum the risk of the risk calculated by the risk calculation means It is comprised so that it may carry out.

Information providing device according to the third invention, the first invention or the second shot Oite bright, with a vehicle speed obtaining means for obtaining a vehicle speed, wherein the generating means, hazards associated with the vehicle speed acquired by the vehicle speed acquisition means The driving support information is generated according to the degree.

Information providing device according to the fourth invention, the first invention or the second shot Oite bright, with a vehicle speed obtaining means for obtaining a vehicle speed, wherein the generating means, the risk calculation speed and acquired by the vehicle speed acquisition means The driving support information is generated according to the speed difference from the vehicle speed corresponding to the minimum risk degree among the risk degrees calculated by the means.

Information providing device according to the fifth invention, as the first invention or the second shot Oite bright, said generating means generates a driving support information in response to degree of risk associated with the vehicle speed for different vehicle speed It is configured.

According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the information providing apparatus calculates a statistical value of the stored risk and a storage means for storing the risk calculated by the risk calculation means. Statistical value calculating means, and the generating means is configured to generate driving support information according to the statistical value calculated by the statistical value calculating means.

An information providing system according to a seventh invention comprises the information providing device according to any one of the first to sixth inventions, and an information display device for displaying the driving support information output by the information providing device, The information providing apparatus is configured to be installable on the roadside.

An information providing system according to an eighth aspect of the present invention includes a transmitting device that transmits a yellow signal time and a signal period of a traffic light installed at an intersection, and an information providing device according to any one of the first to sixth aspects. The information providing apparatus includes receiving means for receiving a yellow signal time and a signal period transmitted from the transmitting apparatus, and is configured to be mountable on a vehicle.

A computer program according to a ninth aspect of the invention is a computer program for providing driving support information related to driving support of a vehicle based on a yellow signal time and a signal cycle of a traffic light installed at an intersection, , Based on the yellow traffic light time and signal cycle and vehicle speed, indicates the magnitude of the possibility of entering a dangerous driving state determined by the stop condition for the vehicle to stop before the intersection and the entry condition for entering the intersection A risk calculating means for calculating a risk, a generating means for generating driving support information according to the calculated risk, an approach position calculating means for calculating an approach position determined by the approach condition and the vehicle speed, and the stop Stop position calculating means for calculating a stop position determined by conditions and vehicle speed, and calculating an integrated value of the signal period and the vehicle speed. To function as a cumulative value calculating means for, the risk calculation means, the Citea Rukoto to calculate the degree of risk according to the difference between the entry position and the stop position to a value obtained by dividing the integrated value Features.

An information providing method according to a tenth aspect of the present invention is an information providing method by an information providing apparatus for providing driving support information related to driving support of a vehicle based on a yellow signal time and a signal cycle of a traffic light installed at an intersection, Based on the signal time, signal period, and vehicle speed, the degree of risk indicating the possibility of entering a dangerous driving state determined by the stop condition for the vehicle to stop before the intersection and the entry condition for entering the intersection Driving assistance information is generated according to the calculated risk level, the generated driving assistance information is output , an approach position determined by the approach condition and the vehicle speed is calculated, and determined by the stop condition and the vehicle speed. A stop position is calculated, an integrated value of the signal period and the vehicle speed is calculated, and a risk is determined according to a value obtained by dividing a difference between the entry position and the stop position by the integrated value. Calculation, characterized in that.

In the first invention, the ninth invention, and the tenth invention, the information providing device is for the vehicle to stop before the intersection based on the yellow signal time and signal period of the traffic light installed at the intersection and the vehicle speed. The degree of risk indicating the possibility of entering a dangerous driving state determined by the stop condition and the entry condition for entering the intersection is calculated. The dangerous driving state is, for example, a dilemma state or an optional state. The degree of risk indicating the possibility of entering a dangerous driving state can be, for example, the probability of entering a dangerous driving state (dangerous driving region) such as a dilemma state or an optional state. The dangerous driving area can also include an area in the vicinity thereof. The degree of danger for a certain vehicle speed can be represented by the ratio between the distance range from the stop line when a vehicle of that vehicle speed enters the dangerous traveling region and the distance that can travel at that vehicle speed during the signal period. The distance range from the stop line can be obtained from, for example, the entry condition and stop condition determined by the vehicle speed, the yellow signal time, and the position of the vehicle corresponding to the vehicle speed.

  The information providing device generates driving support information according to the calculated risk level, and outputs the generated driving support information. This makes it possible to predict the risk of entering the dangerous driving area without considering the signal switching timing, rather than predicting whether to enter the dangerous driving area in consideration of the signal switching timing such as the yellow signal start time. The driver can recognize the risk of falling into the dangerous driving area as a numerical value, and provide driving assistance information to avoid dangerous driving sufficiently before the intersection (stop line). Therefore, it is possible to avoid dangerous driving with a sufficient margin. Also, it can be realized without the information of signal switching parameters such as yellow signal start time, so it can be operated regardless of signal type, such as signal intersection where yellow signal start time is unknown until just before profile control. Risk information can be provided to the person. Here, for example, profile control is a signal control method that predicts the arrival distribution of a vehicle based on information such as upstream traffic volume, and dynamically calculates a split, cycle length, and offset in units of 1 to several seconds. It is. Furthermore, even if the signal period and the yellow signal time change somewhat, there is almost no effect, and it is possible to provide robust information against a slight change in signal parameters.

The information providing apparatus calculates an approach position determined by the approach condition and the vehicle speed, and calculates a stop position determined by the stop condition and the vehicle speed. The approach condition L can be expressed as V · Ty ≧ Xy, where V is the vehicle speed and Ty is the yellow signal time. Here, Xy is the position of the vehicle at the yellow signal start time. The stop condition C can be expressed by V ² ≦ 2 g (Xy−α · V). Here, g is a standard deceleration, α is a time delay of the brake, and can be set to a required value. If the position of the vehicle on the boundary between the entry condition L and the stop condition C with respect to the vehicle speed V is Xl and Xc, Xl = Ty · V, and Xc = V ² / 2g + α · V. | Xc−Xl | is a distance range (difference between the approach position and the stop position) from the stop line when the vehicle enters the dangerous driving area, and a function of the vehicle speed when the yellow signal time Ty is a predetermined value. It becomes.

  The information providing apparatus divides the distance range from the stop line (difference between the approach position and the stop position) by the integrated value V · T of the vehicle speed V and the signal period T, and the degree of risk P = | Xc−Xl | / V · T is calculated. The distance traveled by the vehicle at the vehicle speed V during the signal period T is V · T, and the distance at which the vehicle turns yellow from the stop line is a uniform probability. The probability of entering the dangerous traveling area at the yellow signal start time can be obtained by the risk degree P = | Xc−Xl | / V · T. Thereby, the risk of entering the dangerous driving area can be obtained as a probability without considering the signal switching timing, and the risk of falling into the dangerous driving area can be recognized as a numerical value by the driver.

In the second invention, the information providing device generates driving support information according to the vehicle speed corresponding to the minimum risk degree among the calculated risk degrees. The risk can be determined as a function of the vehicle speed, and by providing the speed with the lowest risk (the probability of entering the dangerous driving area is small), the driver is less dangerous than, for example, well before the intersection. It is possible to drive aiming at speed and to avoid dangerous driving with a sufficient margin.

In the third invention, the information providing device generates driving support information according to the degree of risk associated with the acquired vehicle speed. Thereby, for example, by providing the degree of danger of the vehicle (specific vehicle) for which the vehicle speed can be acquired, the driver can grasp the degree of danger when the current speed is maintained. In addition, the driver can change the speed when the degree of danger is high, and can drive while maintaining the current speed when the degree of danger is low.

In the fourth invention, the information providing device generates driving support information according to the speed difference between the acquired vehicle speed and the vehicle speed corresponding to the minimum risk degree among the calculated risk degrees. As a result, the driver can grasp how much speed change is necessary to minimize the degree of danger, and enter the dangerous driving area by decelerating or accelerating sufficiently before the intersection. This can be prevented in advance.

In the fifth aspect of the invention, the information providing device generates driving support information according to the degree of risk associated with the vehicle speed for each different vehicle speed. Thus, for example, even when the speed of the vehicle cannot be obtained, by providing the danger level for each different vehicle speed, the driver can compare it with the speed of the host vehicle, and the danger level is sufficiently before the intersection. It is possible to drive by selecting a low speed, and to avoid dangerous driving with a sufficient margin.

In the sixth invention, the information providing apparatus stores the calculated risk level, and the stored risk level statistics (for example, the average value, median value, maximum value, minimum value of past risk levels, Or a risk distribution). As a result, the driver's past driving history can be provided. For example, the driver can grasp a situation where the driver always performs dangerous driving in the past, and dangerous driving without the driver's knowledge. It is possible to recognize that the vehicle is performing and promote safe driving.

In the seventh invention, the driving support information output from the information providing apparatus that can be installed on the roadside is displayed on the information display apparatus. Thereby, the driver can perform safe driving based on the driving support information displayed on the information display device.

In the eighth invention, the yellow signal time and the signal cycle of the traffic light are transmitted from the transmission device to the information providing device that can be mounted on the vehicle. Thereby, the driver can perform safe driving based on the driving support information provided by the information providing device (for example, the in-vehicle device).

  In the present invention, it is possible to make the driver recognize the risk of falling into the dangerous driving area as a numerical value, and provide driving support information for avoiding dangerous driving sufficiently before the intersection (stop line) Thus, it is possible to avoid dangerous driving with a sufficient margin.

Embodiment 1
Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments. FIG. 1 is a schematic diagram showing an example of an outline of information provision by the information providing apparatus 10 according to the present invention, and FIG. 2 is a block diagram showing an example of the configuration of the information providing apparatus 10 according to the present invention. As shown in FIG. 1, a stop line is provided in front of an intersection where a traffic light is installed, and an information display device is provided at an appropriate distance (for example, 300 m) upstream from the stop line along the road. 20 is installed. An information display device 20 and a signal control device 100 are connected to the information providing device 10 configured as a roadside device.

  The signal control device 100 outputs signal information such as a yellow signal time and a signal cycle (for example, a time from the start time of the yellow signal to the start time of the next yellow signal) to the information providing device 10 whenever there is a change. The information display device 20 includes a display board that displays character information and the like, and displays the driving support information output from the information providing device 10. The driver of the vehicle traveling toward the intersection can recognize the driving assistance information displayed on the information display device 20 sufficiently before the intersection (about 300 m).

  In addition, signal information such as yellow signal time and signal period may not be received every time it is changed, for each time zone, or for one day, the value of statistical yellow signal time or signal period, for example, average The value or the minimum value may be received and used, or the general yellow signal time or signal period (the minimum value) stored in the storage unit 13 of the apparatus may be used.

  As shown in FIG. 2, the information providing apparatus 10 includes a control unit 11 for controlling the entire apparatus, a signal control apparatus 100, an interface unit 12 having an interface function with the information display apparatus 20, and for storing predetermined information. Storage unit 13, a rush probability calculating unit 14 for calculating a probability that is a risk of entering a dangerous driving area, a driving support information generating unit 15 for generating driving support information based on the calculated probability, and the like. Various processes for providing driving support information performed by the information providing apparatus 10 may be configured by a dedicated hardware circuit, or may be configured to execute a computer program having a predetermined processing procedure. For example, the control unit 11 receives an instruction to start / end the process from the signal control device 100 or an external control device (not shown).

  The interface unit 12 has a wireless or wired communication function, acquires signal information such as a yellow signal time and a signal period from the signal control device 100, and stores the acquired signal information under the control of the control unit 11. To remember. The interface unit 12 outputs the driving support information generated by the driving support information generation unit 15 to the information display device 20 as will be described later. The interface unit 12 has an interface function with a roadside device such as a speed detector that detects the speed of the vehicle and a vehicle detector.

  The entry probability calculation unit 14 is based on information such as vehicle speed, yellow signal time, signal cycle, and the like (probability) indicating the degree of possibility that a vehicle at that vehicle speed will enter a dangerous driving area such as a dilemma area or an option area. ) Is calculated. Hereinafter, a method for calculating the degree of risk (probability of entering the dangerous traveling area) will be described.

  FIG. 3 is an explanatory diagram showing the concept of the dangerous driving area. In FIG. 3, the horizontal axis indicates the position (distance) from the stop line, and the vertical axis indicates the speed of the vehicle. The dangerous driving area is an area in which the fact that the vehicle is in a dangerous driving state can be expressed by the speed of the vehicle and the distance to the stop line. The dangerous driving area includes a dilemma area and an option area. In the dilemma area, even if the vehicle tries to stop after the yellow signal is displayed, it cannot stop before the stop line (intersection) and cannot enter the stop line by the end of the yellow signal and cannot stop or enter safely. is there. In addition, the option area is a state where the vehicle can stop before the stop line in order to stop after the yellow signal is displayed, and can enter the stop line before the end of the yellow signal, and whether the vehicle stops due to the characteristics of the driver. Or, it is an unstable state where the approach is different. That is, when it is determined that the vehicle is in a dangerous driving area during the yellow signal display (for example, at the start of the yellow signal), it is determined that the vehicle is in a dangerous driving state.

  In FIG. 3, the current position of the vehicle with reference to the stop line is X, the current speed is V, and the time until the yellow signal starts is t (0 <t <signal cycle T). If the vehicle speed does not change (Vy = V), the position Xy of the vehicle at the yellow signal start time can be obtained by Expression (1). Expression (1) is a determination condition E based on the current traveling state of the vehicle.

  On the other hand, a stop condition C in which the vehicle stops safely before the stop line and waits for a signal can be obtained by Expression (2). Here, g is a standard deceleration of the vehicle, and α is a brake time delay (for example, about 0.5 seconds) from when the yellow signal is generated until the driver steps on the brake. That is, the stop condition C is a curve indicating the limit of the vehicle speed at which the vehicle can stop at the stop line and the distance to the stop line if the vehicle decelerates at the standard deceleration g at the start of the yellow signal.

Note that the standard deceleration g merely indicates a change in the speed of the vehicle, and is independent of the operation content of the braking operation or the operation timing. The standard deceleration g is, for example, when a time sufficiently longer than the reflection reaction (0.5 seconds) has elapsed since the stop determination time, for example, when braking of the vehicle is started instead of the yellow signal. This means the deceleration seen when performing a deceleration operation. In other words, this means the deceleration seen when aiming at a stop with a sufficient margin without sudden braking. Generally, the standard deceleration g is about 2 to 3 m / s ² on a flat dry road surface, and can be set to a required value.

  The entry condition L in which the vehicle enters the stop line at the end of the yellow signal and does not meet the signal waiting can be obtained by Expression (3). Here, Ty is the yellow signal time. In other words, the entry condition L is defined as the vehicle speed and the distance to the stop line that can reach the stop line within the yellow signal time (before the red signal) when the vehicle turns yellow. It is a straight line indicating the limit.

  The dilemma area is an area that is not satisfied by both formulas (2) and (3), and at the yellow start time, it can stop smoothly (safely) at the stop line, or enter the intersection before the yellow signal ends. It is an area where it is impossible to stop or enter safely in an area where it can not be done, and because it rushed into the intersection with a red light, it bounces the pedestrian on the crossing side that turned green and collides with the vehicle on the crossing side There is a fear.

  The option area is an area that satisfies both the expressions (2) and (3), and can be safely stopped at the stop line at the yellow start time, or can enter the intersection before the yellow signal ends. Depending on the characteristics of the driver, the choice depends on the area, and if a vehicle driven by a driver with a different characteristic follows the vehicle, there is a risk of a rear-end vehicle colliding when the preceding vehicle stops. There is. In addition, in FIG. 3, the area | region below a dangerous driving | running | working area | region is an intersection stop area | region, and is an area | region which can be stopped safely before a stop line. In addition, the upper area of the dangerous traveling area is an intersection passing area, and is an area where the user can safely enter (pass) the stop line.

  FIG. 4 is an explanatory diagram showing the concept of an example of calculating the probability of entering a dangerous driving area. In FIG. 4, the horizontal axis indicates the position (distance) from the stop line, and the vertical axis indicates the speed of the vehicle. Consider the probability of entering a dangerous driving area at a vehicle speed V. If the position of the vehicle (stop position) on the boundary of the stop condition C corresponding to the vehicle speed V is Xc and the position of the vehicle (entrance position) on the boundary of the entry condition L corresponding to the vehicle speed V is Xl, From Formula (2) and Formula (3), Xc and Xl can be represented by Formula (4) and Formula (5), respectively.

  The distance traveled by the vehicle at the speed V during the signal period T is T · V, and the distance at which the vehicle turns yellow from the stop line is a uniform probability. The probability P of entering the dangerous driving area at the start can be expressed by Equation (6). Further, since Xc> Xl in the dilemma area, the probability Pd of entering the dilemma area can be expressed by the equation (7). On the other hand, since Xc <Xl in the option area, it enters the option area. The probability Po can be expressed by Expression (8).

  As shown in FIG. 4, when the speed at a point Q where the dilemma area and the option area intersect is Vq, if the vehicle speed V2 is V2> Vq, there is a possibility of entering the dilemma area. If the speed V1 is V1 <Vq, there is a possibility of entering the option area.

  Points where the straight line represented by the speed V2 of the vehicle intersects the vertical axis, the straight line represented by the entry condition L and the curve represented by the stop condition C are I, R, and S, respectively. The positions are Xlr and Xcs. Also, let J be the intersection of a straight line represented by the velocity V2 and a straight line represented by the vehicle position Xj = V2 · T. The probability Pd of entering the dilemma area is Pd = RS / IJ. Here, RS is Xcs−Xlr, indicating the distance range from the stop line (difference between the approach position and the stop position), IJ is V2 · T, and the vehicle at the vehicle speed V2 is in the signal period T. Is the distance traveled. Since the distance at which the vehicle turns yellow from the stop line is a uniform probability, the distance that can move between the distance range (distance from the stop line) that enters the dangerous driving area and the signal cycle Therefore, the average probability of entering the dangerous driving area can be obtained, and thus the probability (risk degree) Pd of entering the dilemma area can be obtained by the above formula.

  Further, points where the straight line represented by the vehicle speed V1 intersects the vertical axis, the curve represented by the stop condition C and the straight line represented by the entry condition L are K, A and B, respectively. The vehicle positions are Xca and Xlb. Further, the intersection of the straight line represented by the speed V1 and the straight line represented by the vehicle position Xn = V1 · T is N. The probability Po of entering the option area is Po = AB / KN. Here, AB is Xlb−Xca, indicating the distance range from the stop line (difference between the approach position and the stop position), KN is V1 · T, and the vehicle at the vehicle speed V1 is between the signal period T. Is the distance traveled. Since the distance at which the vehicle turns yellow from the stop line is a uniform probability, the distance that can move between the distance range (distance from the stop line) that enters the dangerous driving area and the signal cycle Therefore, the average probability of entering the dangerous area can be obtained, and the probability (risk degree) Po of entering the option area can be obtained by the above formula.

  FIG. 5 is an explanatory diagram showing the relationship between the probability of entering the dangerous driving area and the speed of the vehicle. The horizontal axis indicates the speed of the vehicle, and the vertical axis indicates the probability. As can be seen from the equation (7) or the equation (8), if the yellow signal time Ty, the signal period T, the standard deceleration g, and the brake delay time α are constant values, the probability of entering the dangerous driving region is as follows. It is a function of vehicle speed only. Since the speed Vq corresponding to the point Q in FIG. 4 is Vq = 2g (Ty−α), when the vehicle speed V is equal to Vq, Pd = Po = 0 from Expression (7) and Expression (8). Become. This can also be seen from the example in FIG. 4 where RS or AB approaches 0 and becomes zero.

  Considering an option area where the speed V is smaller than Vq, from the equation (8), the probability Po approaches the maximum value (Ty−α) / T as the speed V approaches 0. To be more precise, the vehicle speed V does not become zero, and the probability around the lower limit speed (there is no possibility of entering the dangerous driving area below the lower limit speed) that can reliably avoid the dangerous driving area. Is the maximum value.

  Further, considering a dilemma region where the speed V is greater than Vq, the probability Pd increases as the speed V increases from the equation (7). More precisely, the speed V of the vehicle does not increase infinitely, and the probability near the upper limit speed (almost no vehicle that travels above the upper limit speed) with a slight allowance added to the limit speed is the maximum value. You can say that. For example, if the upper limit speed is 4 g (Ty−α), the probability Pd approaches (Ty−α) / T which is the maximum value.

  Therefore, when the speed is relatively low, the probability of entering the option area is high, and when the speed is relatively high, the probability of entering the dilemma area is high, and the intersection point Q between the entry condition L and the stop condition C is high. It can be seen that when traveling at a speed in the vicinity of the speed Vq, the probability of entering the dangerous traveling area becomes very small.

  In addition, the risk of entering the dangerous driving area can be obtained as a probability without considering the signal switching timing, and the risk of falling into the dangerous driving area can be recognized as a numerical value by the driver.

  As described above, the probability of entering the dangerous traveling area is not the target of the dangerous traveling area entering probability at the yellow signal start time, which is expected when considering the signal switching timing such as the yellow signal start time. This is a probability based on the vehicle speed without considering the yellow signal start timing. Therefore, driving support information can be provided sufficiently before the intersection (stop line) (for example, about 300 m).

  In FIG. 3, the dangerous driving area is illustrated, but the dangerous driving area can be widened to further increase safety. FIG. 6 is an explanatory diagram showing the concept of the dangerous driving vicinity region. In the figure, the horizontal axis indicates the position (distance) from the stop line, and the vertical axis indicates the speed of the vehicle. The dangerous driving area is the same as that in FIG. The dangerous driving vicinity area is an intersection stop area that is close to the dangerous driving area, and an intersection passing area that is close to the dangerous driving area.

  As shown in FIG. 6, a boundary line (boundary condition) is provided so as to widen the dangerous traveling area along the entry condition L and the stop condition C. For example, a boundary line may be provided based on a predetermined distance from the stop condition C or the entry condition L. As a result, even when there is a possibility of entering into the dangerous driving area (when entering into the dangerous driving vicinity area), it is possible to calculate the degree of danger and provide the driving support information to ensure further safety.

  The driving support information generation unit 15 generates driving support information for supporting safe driving based on the calculated degree of risk (probability of entering a dangerous driving area). Hereinafter, examples of driving support information will be described.

The driving support information generation unit 15 generates speed information (speed Vq) corresponding to the probability that the probability of entering the dangerous driving area is the lowest. Since Vq = 2g (Ty−α), for example, when g = 2 m / s ² , Ty = 3 seconds, and α = 0.5 seconds, Vq = 10 m / s = 36 km / h, and g = When 2 m / s ² , Ty = 3 seconds, and α = 1 second, Vq = 8 m / s = 28.8 km / h. As a result, the driver can drive aiming at a speed having a lower degree of danger than before the intersection, for example, and can avoid dangerous driving with a sufficient margin.

  The driving support information generation unit 15 generates, as driving support information, a risk level associated with each vehicle speed for each different vehicle speed. For example, the relationship between the speed and the probability as shown in FIG. 5 may be displayed in a graph, and the probability for each speed (for example, every 10 km / h) between the upper limit speed and the lower limit speed is displayed as a numerical value. Also good. For example, if the maximum probability is (Ty−α) / T near the lower limit speed or the upper limit speed, if Ty = 3 seconds, α = 0.5 seconds, and T = 120 seconds, then Pd = Po = 2.1%. Thus, for example, even when the speed of the vehicle cannot be obtained, by providing the danger level for each different vehicle speed, the driver can compare it with the speed of the host vehicle, and the danger level is sufficiently before the intersection. It is possible to drive by selecting a low speed, and to avoid dangerous driving with a sufficient margin.

  Furthermore, the notification of the degree of danger may be provided as a danger level according to a ratio with the maximum value as an upper limit. For example, if the maximum danger level is 2.1% and the danger level is 1.8% or more, the level 7 danger level, and if the danger level is in the range of 0.9 to 1.2%, the level It is also possible to provide guidance with 4 risk levels.

The driving support information generation unit 15 associates the speed of a specific vehicle traveling on the road with the acquired vehicle speed when the speed can be acquired via a roadside device such as a speed detection device or a vehicle detector. A risk level is generated as driving support information. For example, if the vehicle speed is V = 15 m / s = 54 km / h, g = 2 m / s ² , Ty = 3 seconds, α = 0.5 seconds, T = 120 seconds, Pd = 1.0% It becomes. Thereby, for example, by providing the degree of danger of the vehicle (specific vehicle) for which the vehicle speed can be acquired, the driver can grasp the degree of danger when the current speed is maintained. In addition, the driver can change the speed when the degree of danger is high, and can drive while maintaining the current speed when the degree of danger is low.

  The driving support information generation unit 15 generates, as driving support information, a speed difference between the acquired vehicle speed V and the vehicle speed Vq corresponding to the minimum risk level among the calculated risk levels. For example, when the vehicle speed V is 54 km / h, Vq = 36 km / h, so a speed difference of 18 km / h is provided. As a result, the driver can grasp how much speed change is necessary to minimize the degree of danger, and enter the dangerous driving area by decelerating or accelerating sufficiently before the intersection. This can be prevented in advance.

  The driving support information generation unit 15 stores the risk level calculated in the past, and the statistical value of the stored risk level (for example, the average value, the median value, the maximum value, the minimum value, or the risk level of the past risk levels). Distribution). In this case, the current probability can also be provided. As a result, the driver's past driving history can be provided. For example, the driver can grasp a situation where the driver always performs dangerous driving in the past, and dangerous driving without the driver's knowledge. It is possible to recognize that the vehicle is performing and promote safe driving.

  The driving support information generation unit 15 can provide information that combines any one or some of the driving support information described above.

  Next, the operation of the information providing apparatus 10 will be described. FIG. 7 is a flowchart illustrating an example of a processing procedure of the information providing apparatus 10. The control unit 11 determines whether or not there is communication with the signal control device 100 (S11), and when there is communication with the signal control device 100 (YES in S11), the control unit 11 determines the yellow signal time and the signal cycle. Acquired (S12), and refers to the standard deceleration g and brake time delay α stored in the storage unit 13 (S13).

  When there is no communication with the signal control apparatus 100 (NO in S11), the control unit 11 performs the process of step S13. In this case, information already stored in the storage unit 13 is used for the yellow signal time and the signal cycle.

  The control unit 11 calculates an approach position for each speed (S14), and calculates a stop position for each speed (S15). Based on the calculated approach position, stop position, and distance that can be moved during the signal period, the control unit 11 calculates the dangerous travel area entry probability for each speed (S16). The stop position means the position of the intersection of the curve of the stop condition and the speed, and the approach position means the position of the intersection of the straight line of the entry condition and the speed.

  The control part 11 produces | generates driving assistance information according to the calculated probability (S17), and outputs driving assistance information to the information display apparatus 20 (S18). The control unit 11 determines whether or not there is an instruction to end the process (S19). If there is no instruction to end the process (NO in S19), the process from step S11 is continued and if there is an instruction to end the process (in S19). YES), the process ends.

  In the above-described example, the information providing apparatus 10 includes all vehicles traveling on the road as target vehicles, and provides driving support information by calculating the degree of risk (probability) for each speed regardless of the speed of each vehicle. However, it is also possible to obtain the speed of a specific vehicle traveling on the road and provide driving support information limited to the specific vehicle.

  FIG. 8 is a schematic diagram showing another example of the outline of information provision by the information provision apparatus 10 according to the present invention. The difference from the example of FIG. 1 is that a speed detection device 30 for detecting the speed of the vehicle traveling on the road is installed. The speed detection device 30 has a speed detection function such as a radar (Doppler) type or a loop coil type. Note that an image type sensor having an image processing function such as a video camera may be used, and any other device that can detect the speed of the vehicle may be used. The speed detection device 30 is separated by an appropriate distance upstream from the information display device 20 so that the driver of the vehicle (specific vehicle) that has detected the speed can display the driving support information displayed on the information display device 20 with a sufficient margin. It is installed.

  The speed detection device 30 outputs the detected speed to the information providing device 10. The information providing apparatus 10 calculates a probability of entering a dangerous traveling area corresponding to the speed acquired from the speed detection apparatus 30, and generates and provides driving support information based on the calculated probability.

  FIG. 9 is a flowchart illustrating another example of the processing procedure of the information providing apparatus 10. The control part 11 determines the presence or absence of communication with the signal control apparatus 100 (S31), and when there is communication (YES in S11), the yellow signal time and the signal period are acquired (S32). When there is no communication with the signal control apparatus 100 (NO in S31), the control unit 11 performs the process of step S33 described later without performing the process of step S32.

  The control part 11 determines the presence or absence of communication with the speed detection apparatus 30 (S33), and when there is no communication (NO in S33), the process of step S31 is continued. When there is communication with the speed detection device 30 (YES in S33), the control unit 11 acquires the speed of the specific vehicle that has detected the speed (S34), and stores the standard deceleration g stored in the storage unit 13 and the brake. Reference is made to the time delay α (S35).

  The control unit 11 calculates the approach position and stop position of the acquired speed (S36). Based on the calculated approach position, stop position, and distance that can be moved during the signal period, the control unit 11 calculates the dangerous travel area entry probability of the specific vehicle (S37). The stop position means the position of the intersection of the curve of the stop condition and the speed, and the approach position means the position of the intersection of the straight line of the entry condition and the speed.

  The control part 11 produces | generates driving assistance information according to the calculated probability (S38), and outputs the driving assistance information of a specific vehicle to the information display apparatus 20 (S39). The control unit 11 determines whether or not there is an instruction to end the process (S40). If there is no instruction to end the process (NO in S40), the process from step S31 is continued, and if there is an instruction to end the process (in S40). YES), the process ends.

Embodiment 2
In the first embodiment described above, the information providing apparatus 10 is configured as a roadside apparatus, but is not limited thereto, and may be configured as an in-vehicle device that can be mounted on a vehicle.

  FIG. 10 is a schematic diagram illustrating an example of an outline of information provision by the information providing apparatus 50 according to the second embodiment. FIG. 11 is a block diagram illustrating an example of the configuration of the information providing apparatus 50 according to the second embodiment. As shown in FIG. 10, a stop line is provided in front of the intersection where the traffic signal is installed, and a communication device (for example, 300 m) is located at a distance of an appropriate length on the upstream side along the road from the stop line (for example, 300 m). An optical beacon 40 as a transmission device is installed. A signal control device 100 is connected to the optical beacon 40, and the signal control device 100 outputs predetermined signal information to the optical beacon 40. Moreover, the information provision apparatus 50 is mounted in the vehicle.

  The optical beacon 40 has a communication area W on the road with the information providing device 50. When the vehicle passes through the communication area W, the information providing apparatus 50 receives predetermined information from the optical beacon 40. The predetermined information preferably includes at least a yellow signal time and a signal period, for example. Further, the predetermined information includes communication point position information, stop line position information (for example, distance to the stop line, absolute position of the stop line, etc.), a traffic light yellow signal start time, a signal switching parameter, and the like. You can also. Instead of the optical beacon 40, a radio wave beacon, DSRC (Dedicated Short Range Communication), or the like can be used.

  When the vehicle travels on the road toward the intersection, the information providing apparatus 50 acquires predetermined information through communication with the optical beacon 40. The information providing apparatus 50 calculates the probability of entering the dangerous driving area by the same processing as in the first embodiment based on the speed of the own vehicle, the yellow signal time, the signal cycle, and the like, and based on the calculated probability. Driving assistance information is generated and provided to the driver. The calculation of the probability and the provision of the driving support information are performed at a point sufficiently before the intersection (for example, 300 m upstream).

  The information providing device 50 includes a control unit 51 that controls the entire device, a communication unit 52, a positioning unit 53, a map database 54, a display unit 55, an operation unit 56, a storage unit 57, a notification unit 58, and the like. Various processes for providing driving support information performed by the information providing apparatus 50 may be configured by a dedicated hardware circuit, or may be configured to execute a computer program having a predetermined processing procedure.

  The positioning unit 53 includes a GPS (Global Positioning System) 531, a vehicle speed sensor 532, a gyro sensor 533, a distance meter 534 that measures a travel distance, and the like. In addition, the information providing apparatus 50 is not limited to a dedicated apparatus that is fixedly installed in a vehicle, but may be a personal computer, a PDA, a mobile phone, or other apparatus that can be removed and used for other purposes outdoors or on a desk. It can also be configured to have the above functions.

  The communication unit 52 has a communication function for performing road-to-vehicle communication with the optical beacon 40. Note that the communication unit 52 is not limited to narrowband communication such as optical beacon, radio wave beacon, and DSRC, and may include, for example, a wireless LAN function such as a UHF band or a VHF band as midband communication, or As a wide area communication, a communication function such as a mobile phone, PHS, multiple FM broadcasting, and Internet communication may be provided.

  The positioning unit 53 receives radio waves from a plurality of GPS satellites by the GPS 531 and measures the position of the vehicle. In addition, the positioning unit 53 estimates the vehicle position based on signals output from the vehicle speed sensor 532 and the gyro sensor 533 in order to reduce the error of the position where the radio wave from the GPS satellite does not reach or the position measured by the GPS 531. Then, the position of the vehicle is determined with higher accuracy by collating with the road data in the map database 54. In addition to the GPS 531, a DGPS (differential GPS) can be mounted. The DGPS can receive FM broadcasts or medium waves transmitted from a reference station whose position is known in advance, can correct the positional deviation calculated by the GPS, and can improve the accuracy of the position of the vehicle.

  The display unit 55 is a windscreen display or a head-up display, or a liquid crystal display panel such as a car navigation system or a rear monitoring monitor, and displays necessary driving support information to the driver, for example.

  The operation unit 56 includes various operation panels and functions as a user interface between the driver and the information providing apparatus 50. For example, the operation unit 56 receives an operation for starting or stopping the operation of the information providing apparatus 50 by an operation of the driver.

  The notification unit 58 includes a speaker and outputs driving support information by voice to the driver under the control of the control unit 51. The storage unit 57 stores predetermined information received through the communication unit 52.

  Next, the operation of the information providing apparatus 50 will be described. 12 and 13 are flowcharts illustrating an example of a processing procedure of the information providing apparatus 50 according to the second embodiment. The control part 51 determines the presence or absence of communication with a communication apparatus (for example, optical beacon 40) (S51), and when there is communication with a communication apparatus (it is YES at S51), the control part 51 is yellow signal time, Predetermined information including the signal period is acquired (S52), and the speed of the host vehicle is acquired (S53). The control unit 51 refers to the standard deceleration g and the brake time delay α stored in the storage unit 57 (S54).

  When there is no communication with the communication device (NO in S51), the control unit 51 performs the process of step S53. In this case, information already stored in the storage unit 57 is used for the yellow signal time and the signal cycle.

  The control part 51 calculates the approach position and stop position of the acquired speed (S55). Based on the calculated approach position, stop position, and distance that can be moved during the signal period, the control unit 51 calculates the dangerous travel area entry probability of the host vehicle (S56). The stop position means the position of the intersection of the curve of the stop condition and the speed, and the approach position means the position of the intersection of the straight line of the entry condition and the speed.

  The control unit 51 generates driving support information according to the calculated probability (S57), and provides the driving support information via the display unit 55 or the notification unit 58 (S58). The control unit 51 determines whether or not information such as a yellow signal start time and a distance to the stop line has been acquired when communicating with the communication device (S59). If the information is acquired (YES in S59), then The distance to the stop line is calculated according to the travel distance (S60).

  The control unit 51 determines whether or not it is the start timing of providing information for avoiding the dangerous driving area (providing information based on the determination of whether or not to enter the dangerous driving area) (S61). Information provision in this case is to determine whether to enter the dangerous driving area based on the yellow signal start time, etc., and to avoid from the dangerous driving area if it is determined to enter the dangerous driving area It is. Also, the information provision start timing is a point that is closer to the intersection from a position sufficiently before the intersection (for example, about 300 m), for example, when it reaches a position about 200 m before the intersection, or a yellow signal start time A time sufficiently before (for example, 10 seconds before).

  When it is not the information provision start timing (NO in S61), the control unit 51 performs the process of step S60. When it is the information provision start timing (YES in S61), the control unit 51 calculates a dangerous driving area (S62) and determines whether or not the host vehicle enters the dangerous driving area (S63).

  When the host vehicle enters the dangerous driving area (YES in S63), the control unit 51 determines whether to accelerate to pass through the intersection or to decelerate to stop before the stop line (S64). The determination of whether to accelerate or decelerate can be made, for example, based on whether the current speed of the host vehicle is closer to the boundary speed indicated by the entry condition L or the stop condition C. Note that the determination of deceleration or acceleration is not limited to this.

  When decelerating (decelerate in S64), the control unit 51 calculates a target speed for deceleration and a stepwise target speed, provides information indicating that the vehicle stops before the stop line (S65), and ends the process. . When accelerating (acceleration in S64), the control unit 51 calculates the target speed for acceleration and the stepwise target speed, provides information indicating that the vehicle passes through the intersection (S66), and ends the process.

  The target speed in the case of decelerating is a speed that is reached in order to decelerate the vehicle with a moderate deceleration and avoid (escape) from the dangerous traveling area. The target speed Vs can be calculated as follows. When it is determined that there is a possibility that the vehicle may enter the dangerous driving area, the speed Vs calculated by solving Xy and V as variables in the expressions (1) and (2) is set as the target speed. When Formula (1) is smaller than Formula (2), target speed Vs is represented by Formula (9).

  Further, when it is determined that there is a possibility that the vehicle may enter the dangerous traveling region in a range where the lower limit value of the expression (2) is smaller than the expression (1), the above expressions (1) and (3) ), The lower limit value of the speed Vs calculated by solving Xy and V as variables is set as the target speed. The target speed Vs is expressed by equation (10).

  When the difference between the current speed of the vehicle and the target speed Vs is large, the stepped target speed Vr has a large speed change, so that the situation where the slow deceleration cannot be performed is prevented. This is a provisional target value between the target speed Vs and is calculated each time a predetermined time (control cycle, for example, 0.05 to 1 second) elapses.

  The stepwise target speed Vr can be calculated so as to reduce the speed change during a predetermined period when deceleration is performed. For example, when the current speed V is larger than the target speed Vs, the difference is reduced by a value ΔV = (V−Vs) / n divided by n, and the target speed Vs is tracked so that the speed change becomes minute. Can be made. In this case, the stepwise target speed Vr is Vr = V−Δv = V− (V−Vs) / n. In this way, by adjusting Δv, the vehicle can decelerate at a slow deceleration so that the subsequent vehicle does not feel a deceleration. Can be prevented and safety is improved.

  Further, as a method of calculating the stepwise target speed Vr, using a predetermined threshold value b (for example, b = 1 km / h), when V−Vs ≧ b, Vr = V−b and V−Vs <b. In this case, Vr = Vs can be obtained. Note that the target speed and the stepped target speed for acceleration can be calculated in the same manner.

  When the host vehicle does not enter the dangerous driving area (NO in S63), the control unit 51 determines whether or not the host vehicle enters the dangerous driving vicinity area (S67). When the host vehicle enters the dangerous driving vicinity region (YES in S67), the control unit 51 determines whether the state quantity (speed and position) of the host vehicle is close to the intersection stop region (S68), and stops the intersection. If it is close to the area (YES in S68), information is provided to stop before the stop line (S69), and the process ends.

  If it is not close to the intersection stop region (NO in S68), the control unit 51 provides information indicating that the vehicle passes the intersection, assuming that it is close to the intersection passage region (S70), and ends the process. When the vehicle does not enter the dangerous travel vicinity region (NO in S67), the control unit 51 ends the process. On the other hand, when information such as the yellow signal start time and the distance to the stop line is not acquired (NO in S59), the control unit 51 ends the process.

  FIG. 14 is a schematic diagram illustrating another example of the outline of information provision by the information provision apparatus 50 according to the second embodiment. As shown in FIG. 14, a communication device 60 is installed instead of the optical beacon 40, and the signal control device 100 is connected to the communication device 60. The communication device 60 has a mid-range communication function such as a wireless LAN, and transmits signal information over a wide range. The communication device 60 may use a device that performs processing such as signal control, traffic information collection, and traffic information provision. The communication device 60 is not limited to mid-range communication, and may be a device having a wide-area communication function such as FM broadcasting, a mobile phone, and Internet communication. Note that the operation of the information providing apparatus 50 is the same as that of the example of FIGS.

  In the second embodiment described above, the information providing device 50 is configured to acquire predetermined information from the optical beacon 40 or the communication device 60. However, the present invention is not limited to this, and there is no communication with the outside. It is also possible to provide driving assistance information to the driver by calculating the probability of entering the dangerous driving area by the providing device 50 alone.

  FIG. 15 is a flowchart showing a processing procedure of the information providing apparatus 50 when there is no communication with the outside. The control unit 51 calculates the distance to the stop line based on the output from the positioning unit 53 and the map database 54 (S81), and determines whether or not a predetermined point upstream of the intersection (for example, about 300 m) has been reached. (S82). In this case, the position information of the intersection can be stored in advance in the map database 54 or the like.

  If the predetermined point upstream of the intersection has not been reached (NO in S82), the control unit 51 continues the process of step S81. When the vehicle reaches a predetermined point upstream of the intersection (YES in S82), the control unit 51 refers to the yellow signal time, the signal cycle, the standard deceleration g, and the brake time delay α stored in the storage unit 57 (S83).

  The control unit 51 acquires the speed of the host vehicle (S84), and calculates the approach position and stop position of the acquired speed (S85). Based on the calculated approach position, stop position, and distance that can be moved during the signal period, the control unit 51 calculates the dangerous travel area entry probability of the host vehicle (S86).

  The control part 51 produces | generates driving assistance information according to the calculated probability (S87), provides driving assistance information via the display part 55 or the alerting | reporting part 58 (S88), and complete | finishes a process.

  When the information providing apparatus 50 has acquired the yellow signal start time, the distance to the stop line, etc., the vehicle continues to travel thereafter and reaches the point about 200 m before the intersection, or the yellow signal start At a time sufficiently before the time (for example, 10 seconds before), the speed of the vehicle, the distance to the stop line (intersection), the yellow signal start time and yellow signal time of the traffic light installed at the intersection, and the predetermined standard deceleration Based on the above, it is determined whether or not the vehicle is in a dangerous driving area. When the information providing apparatus 50 determines that the vehicle is in the dangerous driving area, the information providing device 50 determines whether to decelerate the vehicle and stop it before the stop line, or to accelerate the vehicle and pass the intersection. Provide information to the driver for deceleration or acceleration.

  As described above, in the present embodiment, at a sufficiently upstream point (for example, about 300 m) at the intersection, first, by calculating the probability of entering the dangerous driving area and providing information, the average safe speed is achieved. Can be adjusted. However, if the yellow signal start time at the intersection is obtained in real time, the information providing start timing is adjusted after the driver adjusts the vehicle speed by providing the driving support information based on the average probability. (For example, at a point about 200m upstream from the intersection or about 10 seconds before the yellow signal start time) When actually entering the dangerous driving area at the start of the yellow signal, Information may be provided based on this. However, if the driver first adjusts the speed of the vehicle based on the driving assistance information provided based on the probability, it is considered that the possibility of entering the dangerous driving area is drastically reduced at the information providing start timing.

  In this way, by calculating the probability of entering the dangerous driving area at a sufficiently upstream point of the intersection (for example, about 300 m) and providing the information, if the driver observes this, the possibility of entering the dangerous driving area is possible. However, it is further determined whether or not to enter the dangerous driving area at the information provision start timing (for example, about 200 m upstream from the intersection or about 10 seconds before the yellow signal start time), By providing information according to the determination result, avoidance from the dangerous traveling area can be ensured. In addition, when only providing information based on whether or not to enter the dangerous driving area, it takes time to converge to the target speed when the vehicle is traveling at high speed, and the roadside When the installation position of the device is relatively close to the intersection, there is a possibility that the convergence of the speed is not in time. Even in such a case, if the driving support information based on the probability of entering the dangerous driving area is performed at an early timing first, the vehicle speed is close to the target speed at an early timing, so the target speed is quickly reached. Can converge to speed.

  As described above, in each of the above-described embodiments, the signal switching timing is set instead of predicting whether or not to enter the dangerous driving area in consideration of the signal switching timing such as the yellow signal start time. The risk of entering the dangerous driving area can be obtained as a probability without considering it, allowing the driver to recognize the risk of falling into the dangerous driving area as a numerical value, and well before the intersection (stop line) Therefore, it is possible to provide driving support information for avoiding dangerous driving and to avoid dangerous driving with a sufficient margin. In the present invention, since it is realized without the information of the signal switching parameter such as the yellow signal start time, the signal intersection where the yellow signal start time is unknown until just before the profile control, etc. Regardless of the type of signal, danger information can be provided to the driver. Here, for example, profile control is a signal control method that predicts the arrival distribution of a vehicle based on information such as upstream traffic volume, and dynamically calculates a split, cycle length, and offset in units of 1 to several seconds. It is. Furthermore, in the present invention, even if the signal period and the yellow signal time are slightly changed, there is almost no influence, and it is possible to provide information robust to even a slight change in signal parameters.

  In the above-described embodiment, only the dilemma area may be used as the dangerous driving area, or only the option area may be used. In addition, various formulas, constants, and the like are added or changed and used within a range that does not impair the concept of the present application, such as correcting formulas (1) to (3) in order to widen the dangerous driving area. Also good. Thereby, safety can be further enhanced.

  In the first embodiment described above, the driving support information is displayed on the information display device 20, but the present invention is not limited to this, and the information providing device 10 (or an optical beacon as a roadside device) is not limited thereto. The driving support information may be transmitted to the vehicle using road-to-vehicle communication.

  In the above-described embodiment, the standard deceleration g, the time delay of the brake, etc. are considered to change slightly depending on the characteristics of the driver driving the vehicle. Can be used. Moreover, a general average predetermined value, a predetermined value with a margin for safety, or the like can be used.

  The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic diagram which shows an example of the outline | summary of the information provision by the information provision apparatus which concerns on this invention. It is a block diagram which shows an example of a structure of the information provision apparatus which concerns on this invention. It is explanatory drawing which shows the concept of a dangerous driving | running | working area | region. It is explanatory drawing which shows the concept of the example of calculation of the probability which rushes into a dangerous driving | running | working area | region. It is explanatory drawing which shows the relationship between the probability which rushes into a dangerous driving | running | working area | region, and the speed of a vehicle. It is explanatory drawing which shows the concept of dangerous driving | running | working vicinity area | region. It is a flowchart which shows an example of the process sequence of an information provision apparatus. It is a schematic diagram which shows the other example of the outline | summary of the information provision by the information provision apparatus which concerns on this invention. It is a flowchart which shows the other example of the process sequence of an information provision apparatus. 10 is a schematic diagram illustrating an example of an outline of information provision by the information provision apparatus according to Embodiment 2. FIG. 6 is a block diagram illustrating an example of a configuration of an information providing apparatus according to Embodiment 2. FIG. 10 is a flowchart illustrating an example of a processing procedure of the information providing apparatus according to the second embodiment. 10 is a flowchart illustrating an example of a processing procedure of the information providing apparatus according to the second embodiment. FIG. 12 is a schematic diagram illustrating another example of an overview of information provision by the information provision apparatus according to the second embodiment. It is a flowchart which shows the process sequence of the information provision apparatus when there is no communication with the outside.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Information provision apparatus 11 Control part 12 Interface part 13 Memory | storage part 14 Entry probability calculation part 15 Driving assistance information generation part 20 Information display apparatus 30 Speed detection apparatus 40 Optical beacon 50 Information provision apparatus 51 Control part 52 Communication part 53 Positioning part 54 Map Database 55 Display unit 56 Operation unit 57 Storage unit 58 Notification unit 60 Communication device 100 Signal control device

Claims (10)

An information providing device that provides driving support information related to driving support of a vehicle based on a yellow signal time and a signal cycle of a traffic light installed at an intersection,
Risk indicating the magnitude of the possibility of entering a dangerous driving state determined by the stop condition for the vehicle to stop before the intersection and the entry condition for entering the intersection based on the yellow signal time and signal period and the vehicle speed A risk calculation means for calculating the degree,
Generating means for generating driving support information according to the risk calculated by the risk calculating means;
Output means for outputting the driving support information generated by the generating means ;
An approach position calculating means for calculating an approach position determined by the approach condition and the vehicle speed;
Stop position calculating means for calculating a stop position determined by the stop condition and the vehicle speed;
Integrated value calculating means for calculating an integrated value of the signal period and the vehicle speed;
With
The risk calculating means includes
The entry position and configuration to the information providing apparatus according to claim tare Rukoto to calculate the degree of risk according to the difference between the stop position to a value obtained by dividing the integrated value. The generating means includes
The information providing apparatus according to claim 1, wherein driving support information is generated according to a vehicle speed corresponding to a minimum risk degree among the risk degrees calculated by the risk degree calculation unit. Vehicle speed acquisition means for acquiring the vehicle speed,
The generating means includes
Information providing device according to claim 1 or claim 2, characterized in that are configured to generate a driving support information in response to the degree of risk associated with the vehicle speed acquired by the vehicle speed acquisition means. Vehicle speed acquisition means for acquiring the vehicle speed,
The generating means includes
The driving support information is generated according to a speed difference between the vehicle speed acquired by the vehicle speed acquisition unit and the vehicle speed corresponding to the minimum risk level among the risk levels calculated by the risk level calculation unit. The information providing apparatus according to claim 1 or 2 . The generating means includes
The information providing apparatus according to claim 1 or 2 , wherein the driving support information is generated for each different vehicle speed according to a risk associated with the vehicle speed. Storage means for storing the risk calculated by the risk calculation means;
A statistical value calculating means for calculating a statistical value of the stored risk,
The generating means includes
The information providing apparatus according to any one of claims 1 to 5 , wherein driving support information is generated according to a statistical value calculated by the statistical value calculating means. An information providing device according to any one of claims 1 to 6 , and an information display device that displays driving support information output by the information providing device,
The information providing apparatus includes:
An information providing system configured to be installed on the roadside. A transmission device that transmits a yellow signal time and a signal period of a traffic light installed at an intersection, and the information providing device according to any one of claims 1 to 6 ,
The information providing apparatus includes:
A receiving means for receiving the yellow signal time and the signal period transmitted by the transmitting device;
An information providing system configured to be mountable on a vehicle. A computer program for causing a computer to provide driving support information related to driving support of a vehicle based on a yellow signal time and a signal cycle of a traffic light installed at an intersection,
Computer
Risk indicating the magnitude of the possibility of entering a dangerous driving state determined by the stop condition for the vehicle to stop before the intersection and the entry condition for entering the intersection based on the yellow signal time and signal period and the vehicle speed A risk calculation means for calculating the degree,
Generating means for generating driving support information according to the calculated degree of risk ;
An approach position calculating means for calculating an approach position determined by the approach condition and the vehicle speed;
Stop position calculating means for calculating a stop position determined by the stop condition and the vehicle speed;
The signal period and the integrated value to function as an integrated value calculating means for calculating the vehicle speed,
The risk calculating means includes
Computer program characterized Citea Rukoto to calculate the degree of risk according to the difference between the entry position and the stop position to a value obtained by dividing the integrated value. An information providing method by an information providing apparatus that provides driving support information related to driving support of a vehicle based on a yellow signal time and a signal cycle of a traffic light installed at an intersection,
Risk indicating the magnitude of the possibility of entering a dangerous driving state determined by the stop condition for the vehicle to stop before the intersection and the entry condition for entering the intersection based on the yellow signal time and signal period and the vehicle speed Calculate the degree,
Generate driving support information according to the calculated risk,
Output the generated driving support information ,
Calculate the approach position determined by the approach condition and the vehicle speed,
Calculating a stop position determined by the stop condition and the vehicle speed;
Calculate an integrated value of the signal period and the vehicle speed,
Furthermore, the degree of risk is calculated according to a value obtained by dividing the difference between the entry position and the stop position by the integrated value .

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