JP5152259B2 - Road-to-vehicle communication system and in-vehicle device - Google Patents

Description

  The present invention relates to a signal control device that controls traffic signals, a road-to-vehicle communication system that transmits and receives information by road-to-vehicle communication with a vehicle traveling on a road, and an in-vehicle device.

  As a prior art, there is a vehicle driving support system described in Patent Document 1. In this vehicle driving support system, signal information (for example, light color, information about the current display period, presence / absence of a right / left turn signal, etc.) relating to a traffic signal is transmitted from a road-side transmission device to the vehicle-side driving support device. . The driving support device on the vehicle side identifies the traveling state of the host vehicle based on the received signal information and the like, and performs predetermined driving support for accelerating / decelerating the host vehicle according to the traveling state.

  The conventional technology as described above is capable of traveling in an appropriate state corresponding to the determined display period on the assumption that the display period of the determined lamp color is transmitted to the vehicle from the traffic signal side. Driving assistance is provided.

JP 2008-299666 A

  By the way, in a general traffic signal, various lamp colors such as a blue signal, a yellow signal, a red signal, and an arrow signal dedicated to changing the traveling direction (right / left turn) are periodically changed in accordance with a predetermined lighting sequence (signal cycle). It comes to light up. However, the display period of each lamp color in the signal cycle is not necessarily constant, and may vary from cycle to cycle. By actually measuring the display period of the light color at the traffic signal installed at the intersection, it can be confirmed that the display period is not constant and varies even with the same light color.

  The change in the display period in such a signal cycle is changed to the appropriate lamp color switching timing in order to realize smooth traffic at the intersection according to the traffic conditions that change from time to time and accidental factors. This is because control (for example, extension, shortening, truncation, etc. of the display period) is performed in the traffic signal device. In traffic signals that are controlled in this way, the vehicle side is not always notified of the reliable display period of the signal lamp color.

  As in the above prior art, in a system that provides driving support based on the assumption that the vehicle-side display period of the lamp color determined from the traffic signal side is received, the reliable display period is notified as described above. If the situation is not limited, there is a problem that timely driving support based on the displayed period cannot be performed.

  The present invention has been made in order to solve the above-described problem, and is a technique for accurately performing driving support based on traffic signal information even when there is a possibility that a light color display period may vary in a traffic signal. The purpose is to provide.

  The road-to-vehicle communication system according to claim 1, which has been made to achieve the above object, controls a display period of a signal light color of a traffic signal installed at an intersection and wirelessly communicates information with a vehicle traveling on a road. The signal control device that performs the information communication between the signal control device and the signal control device that is mounted on the vehicle, and based on the information communication, provides predetermined driving assistance for the intersection where the signal control device is provided. In particular, it has the following characteristics.

  The signal control device generates traffic signal information including at least prediction element information related to prediction of a signal lamp color display period in a traffic signal to be controlled (generation means). And the signal apparatus information produced | generated is transmitted with respect to a vehicle-mounted apparatus (transmission means). Predictive element information related to the prediction of the display period of the signal lamp color is preliminarily registered in the signal control device with data created in advance based on the results of a statistical survey of traffic conditions at the intersection, or as necessary. What is necessary is just to enable it to supply to a signal control apparatus from the outside.

  On the other hand, the vehicle-mounted device includes driving support control means capable of executing a plurality of types of predetermined driving support corresponding to the contents of the prediction element of the signal lamp color display period. In addition, when the traffic signal information is received from the signal control device (reception unit), based on the received traffic signal information, the driving support control unit that can be implemented by the driving support control unit conforms to the prediction element information included in the traffic signal information. Select driving assistance (selection means). Then, the driving support control means executes the selected driving support.

  According to the road-to-vehicle communication system configured in this way, even if the definitive display period is not notified to the vehicle side, the display period is based on the prediction element information notified from the signal control device side to the vehicle side. Predictive driving assistance corresponding to the anticipated situation with respect to fluctuations in the vehicle can be implemented accurately.

Note that the prediction element information notified from the signal control device side to the vehicle side includes information indicating an event that causes a change in the display period of a specific signal lamp color . That is, the signal control device generates traffic signal information including, as the prediction element information, information indicating a predetermined factor event that causes a change in the display period of a specific signal lamp color, and transmits this to the in-vehicle device. On the other hand, the in-vehicle device is configured to be capable of executing a plurality of types of predetermined driving support corresponding to predetermined factor events that cause the signal lamp color display period to vary, and indicates the factor events included in the traffic signal information Select the driving assistance that fits the information and execute it.

  As an example of an event that causes the signal display period to fluctuate, when there is a specific traffic object to be passed preferentially around the intersection, the signal control device prioritizes this traffic object. It is conceivable to change the display period of a specific lamp color so that it can pass through. Alternatively, when there is some change operation from the outside, it is conceivable that the signal control device changes the display period in accordance with the change operation.

  By notifying the vehicle side as predictive element information that the above-described cause event may occur at the intersection, it is possible to implement driving support that accurately corresponds to the cause event on the vehicle side. As an example of driving assistance corresponding to the factor event, for example, provision of information regarding a specific traffic object or a change in a current display period, alerting, or vehicle driving control may be cited.

Furthermore, in consideration of the information indicating the severity of the above-described factor event, it is possible to select driving support to be executed in the in-vehicle device . That is, the signal control device generates traffic signal information further including, as prediction element information, information indicating at least one of the priority level of the factor event or the occurrence frequency of the factor event in addition to the information indicating the factor event. To the in-vehicle device. On the other hand, the in-vehicle device is a driving to be performed by the driving support control means in consideration of at least one of the priority of the factor event or the occurrence frequency of the factor event in addition to the information indicating the factor event included in the traffic signal information. Select assistance and do this.

  It is considered that the frequency of occurrence of the causal event at the intersection differs depending on the surrounding environment of the intersection. For example, when an emergency vehicle is assumed as a specific traffic object that should be preferentially passed, it is considered that the frequency of emergency vehicles is high if the vehicle is at an intersection near a standby place or a transport destination of the emergency vehicle. In addition, when a pedestrian or bicycle is assumed as a specific traffic object to be preferentially passed, it is considered that there are many opportunities for a pedestrian or bicycle to cross at an intersection in a downtown area. Also, the priority to be dealt with varies depending on the contents of the cause event. For example, it is considered that the passage of an emergency vehicle that is traveling due to an emergency service corresponds to one of the events that should be dealt with with the highest priority. In addition, pedestrians and bicycles who are more likely to be victims of traffic accidents than vehicles are considered to be relatively high priority events.

  By notifying the vehicle side of the prediction element information including information such as the occurrence frequency and priority of such a causal event, driving support can be executed in a manner reflecting such information, and the situation and causal event of each intersection It can realize driving support according to lightness. For example, the higher the occurrence frequency and priority of the causal event, the more priority is given to the corresponding driving support over other driving support, or the driving support with more enhanced support is performed. Conceivable.

Further, as described in claim 2, it may be configured to transmit a further signal information including the prediction value between the current示期corresponding to cause events as predictors information from the signal control unit to the vehicle-mounted device. In this case, the in-vehicle device executes the driving support selected by the selection unit in a manner in which the predicted value of the display period corresponding to the cause event corresponding to the driving support is reflected in the content of the driving support.

  By configuring in this way, based on the predicted value of the notified display period, for example, the support information having the contents coordinated with the signal display situation at the most effective timing for the driver who intends to enter the intersection. It is possible to execute effective driving support in accordance with the present status of the signal, such as informing or performing travel control.

By the way, the traffic situation at the intersection changes depending on the time zone, and it is considered that the tendency of the contents, the frequency, and the like differ depending on the time zone for the factors that cause fluctuations in the signal display period. Therefore, it is preferable that the change in the tendency depending on the time zone of the prediction element relating to the prediction of the current period can be reflected in the driving support. That is, the signal control unit, of the predictor information defined by a predetermined time period, it may be configured to generate traffic signal information including the prediction element information belonging to the time zone of the corresponding to the current time (claim 3) . By configuring in this way, driving support can be executed in a manner in accordance with a change in the tendency of the predictive element depending on the time zone on the vehicle side.

Furthermore, in the signal control device, an operation for generating traffic signal information including prediction element information belonging to a corresponding time zone at the current time from prediction element information defined for each time zone, and other prediction element information not classified for each time zone It is also possible to selectively execute the operation for generating the traffic signal information including the (Claim 4 ).

  By configuring in this way, for example, in a situation where the change in the trend of the causal event due to the time zone should be considered, the traffic signal information is generated based on the prediction element information for each time zone, and the change in the trend due to the time zone is particularly In a situation that does not need to be considered, the traffic signal information can be generated in a flexible manner according to the situation, for example, the traffic signal information is generated based on non-classified prediction element information.

Next, the road-vehicle communication system according to claim 5 has the following characteristics. The in-vehicle device stores storage unit that stores predetermined setting information that defines a necessary degree of execution of driving support, and whether or not to perform driving support selected by the selection unit based on the setting information stored in the storage unit. An implementation permission / rejection judging means for judging is further provided. And the said driving assistance is implemented on condition that the determination which permits implementation of driving assistance was made by the implementation permission determination means.

  The setting information that prescribes the degree of necessity of driving support here functions as a rule for prescribing freedom and obligation regarding driving support based on traffic light information. Specifically, for example, by applying the setting information specified by a standardization organization that is a third party to all vehicles, the content of driving assistance performed by each vehicle can be regulated or organized and standardized. Conceivable.

  In this way, a certain level of safety can be ensured by the driving assistance standardized for each vehicle. In addition, if a plurality of vehicles perform disorderly vehicle control related to driving support at the same intersection, it is considered that traffic flow is likely to be disturbed due to speed variations caused by vehicle control. On the other hand, by standardizing the content of the driving assistance based on the setting information provided by the standardization organization, it is possible to expect an effect of preventing disorder of traffic flow by suppressing chaotic vehicle control. As other operations, setting information uniquely established by the manufacturer or user may be used. In this case, the content of the driving assistance provided can be made in accordance with the intention of the manufacturer or user.

By the way, when it is assumed that the traffic signal information is received at the same time on the vehicle side from a plurality of signal control devices respectively installed at a plurality of intersections, it is preferable to configure as in claim 6 . That is, the signal control device generates traffic signal information further including identification information of the traffic signal to be controlled, and transmits this to the in-vehicle device. On the other hand, the in-vehicle device is based on the identification information included in the traffic signal information received from each of the plurality of signal control devices, and performs driving support for each intersection specified by the identification information, the prediction element included in the corresponding traffic signal information Select based on the information. Then, the selected driving assistance is executed for each corresponding intersection. By comprising in this way, a several signal control apparatus can be distinguished on the vehicle side based on identification information, and driving assistance can be implemented separately in each intersection.

Next, the in-vehicle device according to claims 7 to 10 has the same configuration as the in-vehicle device constituting the road-vehicle communication system according to claims 1, 2 , 5, and 6 , respectively. When a vehicle equipped with this in-vehicle device passes through an intersection where the signal control device is installed, the same effects as those described above in the road-to-vehicle communication system of the present invention can be obtained.

It is a block diagram which shows schematic structure of the road-to-vehicle communication system of embodiment. It is explanatory drawing which shows an example of a signal cycle. It is explanatory drawing which shows the content of a cause event list | wrist and a priority list | wrist. It is a ladder chart which shows the communication procedure between a signal control apparatus and a vehicle-mounted apparatus. It is explanatory drawing which shows the content of the prediction information list. It is explanatory drawing which shows the management condition of the signal information in a vehicle-mounted apparatus. It is a flowchart which shows the procedure of a prediction information transmission process. It is a flowchart which shows the procedure of a driving assistance selection process. It is explanatory drawing which shows the content of the driving assistance list. It is explanatory drawing which shows the content of the driving assistance implementation policy. It is a flowchart which shows the procedure of a driving assistance execution process.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In addition, this invention is not limited to the following embodiment at all, and can be implemented in various aspects.
[Description of configuration of road-vehicle communication system]
First, the configuration of the road-to-vehicle communication system of the embodiment will be described based on FIG. The road-to-vehicle communication system includes an in-vehicle device 1 mounted on a vehicle traveling on a road, and a signal control device 2 that controls a light color display period in a traffic signal installed at a road intersection.

The in-vehicle device 1 includes a position specifying unit 10, an external device connecting unit 11, a display unit 12, an audio output unit 13, a driving support database 14, a wireless communication unit 15, a control unit 16, and the like.
Among these, the position specifying unit 10 specifies the current location and traveling direction of the vehicle based on detection signals from the vehicle speed sensor 32, a GPS receiver (not shown), a gyroscope, and the like, and inputs the specified data to the control unit 16. Is for. The external device connection unit 11 is an interface for communicating with various devices such as other ECUs (Electronic Control Units) such as a radar camera 31, a vehicle speed sensor 32, and an operation processing unit 33 mounted on the vehicle. The vehicle information data transmitted from each device is input to the control unit 16. The radar camera 31 is a device for detecting an object such as another vehicle existing around the host vehicle. The vehicle speed sensor 32 is a device for detecting the speed of the host vehicle. The operation control unit 33 is a device for performing operation control of each unit of the own vehicle (a controlled unit such as a turn signal, an accelerator, and a brake).

  The display unit 12 is a display device having a display surface such as a liquid crystal panel for displaying images, and displays various driving assistance images based on control from the control unit 16. The display surface for displaying the image is disposed at a place where it can be seen from the driver's seat of the vehicle. The voice output unit 13 is a voice output device including a speaker or the like that outputs voice, and outputs various voice messages related to driving support based on control from the control unit 16.

  The driving support database 14 determines a driving support list (FIG. 9: details will be described later) that lists driving support that can be performed at a specific intersection where the signal control device 2 is deployed, and whether driving support is permitted or not. This is a storage device for storing various data such as driving support execution policy data (FIG. 10: details will be described later). The driving support database 14 is a rewritable nonvolatile storage device such as a flash memory or a hard disk drive.

  The wireless communication unit 15 is a communication device for performing bidirectional wireless communication (road-to-vehicle communication) with the signal control device 2 installed near the road. As a communication mode used for this road-to-vehicle communication, for example, the technology of radio beacon and optical beacon used in narrow area communication (DSRC) used in ETC (registered trademark) system, VICS (registered trademark) or the like is used. Conceivable. Alternatively, in Japan, it may be possible to use 700 MHz band radio waves whose usage categories are scheduled to be reorganized after the end of 2011 (planned) analog television broadcasting. Since the 700 MHz band radio wave has a longer wavelength than that of the 5.8 GHz band radio wave used in DSRC, diffraction tends to occur. Therefore, in an urban area where buildings are densely packed, communication can be performed even from the shadow of the building.

  The control unit 16 is configured by a known computer device including a CPU, a ROM, a RAM, and the like, and comprehensively controls each unit of the in-vehicle device 1. This control part 16 performs the process regarding various driving assistance according to the program memorize | stored in ROM. In the present embodiment, processing related to selection of driving assistance contents (driving assistance selection processing: details will be described later) and selected driving assistance based on traffic signal information received from the signal control device 2 by road-to-vehicle communication. Processing (driving support execution processing: details will be described later) is executed.

On the other hand, the signal control device 2 includes a wireless communication unit 21, a control unit 22, a surrounding situation acquisition unit 23, and a prediction information database 24.
Among these, the radio | wireless communication part 21 is a communication apparatus for performing two-way radio | wireless communication (road-to-vehicle communication) between the vehicle-mounted apparatuses 1 mounted in the vehicle which drive | works a road. The communication mode used for this road-to-vehicle communication is the same as that of the vehicle-mounted device 1 described above.

  The control unit 22 includes a known computer device including a CPU, a ROM, a RAM, and the like. The traffic signal device 3 is installed at the intersection according to a signal cycle schedule that controls each unit of the signal control device 2 and manages the signal control device 2 itself. Controls lighting, extinguishing and blinking of signal lights such as blue, yellow, red and arrows for turning right. In the present embodiment, the control unit 22 performs processing related to transmission of prediction information of a signal cycle managed by the own signal control device 2 (prediction information transmission processing: details will be described later).

  The surrounding situation acquisition unit 23 is for acquiring detection information related to the traffic situation around the intersection where the traffic signal 3 to be controlled is installed, and inputting the detection information to the control unit 22. Specifically, radars and cameras for obtaining detection information (existence / absence, quantity, position, speed, etc.) on vehicles traveling near intersections and traffic objects such as pedestrians and bicycles crossing intersections , Sensors, communication devices, and the like. In addition, a specific vehicle such as an emergency vehicle can be discriminated.

  The prediction information database 24 includes a factor event list and a priority list (FIG. 3: details will be described later) used to generate a prediction information list (FIG. 5: details will be described later) to be transmitted to surrounding vehicles. It is a storage device for storing various data. For the prediction information database 24, a rewritable nonvolatile storage device such as a flash memory or a hard disk drive is used.

Here, the signal cycle of the traffic signal device 3 controlled by the signal control device 2 of the present embodiment will be described with reference to FIG.
Fig.2 (a) is a figure which shows the signal cycle repeated in the traffic signal apparatus 3 of this embodiment. In this figure, time is plotted on the horizontal axis and signal cycles for two cycles are shown. As shown in this figure, the signal cycle of the traffic light 3 has five steps in which the signal color of the current signal transitions in the order of blue, yellow (first time), arrow, yellow (second time), and red. This unit cycle is repeated as a unit. Note that the display period of each signal lamp color in the signal cycle is not fixed and may change from cycle to cycle. For this reason, the signal control device 2 treats the display period of each lamp color in the future signal cycle as an undetermined display period having a fluctuation range until it determines the display period of each lamp color. This is because the signal control device 2 of the present embodiment performs control to change to an appropriate transition timing according to the traffic situation at that time.

  Specifically, according to the specific traffic situation around the intersection acquired by the surrounding situation acquisition unit 23, a display period is set for each signal cycle such that the traffic of the entire intersection is shifted in a smoother direction. For example, when there is a traffic object that should be preferentially passed over other traffic objects, such as emergency vehicles, pedestrians, or bicycles, the traffic object that should be prioritized can pass through the intersection quickly. Change to the display period. As a method for determining the presenting period, for example, an operation of extending or shortening the time from the reference presenting period or immediately stopping the signal being displayed is performed. Further, when there is any change operation from the external device that makes a request or designation of the display period to the signal control device 2, the display period is determined according to this change operation. Examples of such external devices include a specific vehicle having a road-to-vehicle communication function, a traffic management center (not shown), and the like. Furthermore, the display period may be changed due to some internal circumstances in the signal control device 2 (for example, offset adjustment of the display period).

  FIG. 2B shows a method for designating a prediction target lamp color in the prediction information list transmitted from the signal control device 2 to the vehicle. Here, the signal cycle to which the current lamp color belongs belongs to the first cycle, and the cycle starting from the next green signal is counted as the second cycle. For example, when a red signal belonging to the same cycle as the currently displayed yellow (first) signal is to be predicted, the designated lamp color “red”, the designated cycle “1”, and the predicted value “ta” are designated. The designated lamp color here is a lamp color to be predicted. The designated cycle is the order of signal cycles to which the lamp color to be predicted belongs, and is 2 for the first signal cycle and 2 for the first signal cycle. The predicted value is a time value predicted as a specified lamp color display period. On the other hand, when the blue signal in the second cycle next to the above-mentioned red signal is to be predicted, the specified lamp color “blue”, the specified cycle “2”, the predicted value “tb”, and the like are specified.

Next, the detailed contents of the cause event list and the priority list stored in the prediction information database 24 will be described with reference to FIG.
FIG. 3A is an example of the cause event list. This causal event list includes a plurality of events (cause events) that cause the signal light color display period to fluctuate and an occurrence frequency indicating the degree of occurrence of each causal event around an intersection where the traffic signal 3 to be controlled is present ( Alternatively, the degree of confidence) is a list that summarizes by time zone.

  The causal event and occurrence frequency for each time zone reflect the tendency of the type of causal event that can occur in that time zone and the tendency of the degree of occurrence in that time zone. The time zone for classifying the causal event may be classified by any unit of month, day, hour, and minute. This factor list also describes average factor events and occurrence frequencies that do not reflect changes in trends over time.

  In the example shown in FIG. 3A, events such as emergency vehicle passing, pedestrian crossing, bicycle crossing, and extension / shortening of the display period are assumed as the factor events that change the display period of the signal lamp color. The emergency vehicle passing is assumed to be an event in which an emergency vehicle such as a fire-fighting vehicle, an emergency vehicle, or another vehicle specified by a government ordinance passes through an intersection with the traffic signal 3 to be controlled. The pedestrian crossing and the bicycle crossing are assumed to be events in which a pedestrian or a bicycle crosses an intersection with the traffic signal 3 to be controlled. In addition, the extension / shortening of the display period is indicated by an external operation such as a request or command from a specific vehicle having a road-to-vehicle communication function or a traffic management center, or a change operation caused by an internal situation of the signal control device 2. This is an event that changes the period. On the other hand, the occurrence frequency (confidence level) of the causal event is SL (Super Low), L (Low), M (Middle), H (High), and SH (Super High) in descending order of probability of occurrence of the event. It is defined by five levels of indicators.

  FIG. 3B is an example of the priority list. This priority list is a list that defines the severity of the causal events described in the causal event list. A factor event to which a higher priority is assigned in this priority list is treated as one that should be preferentially dealt with on the vehicle side. In other words, in the in-vehicle device 1, driving support corresponding to a high-priority factor event is preferentially executed. In the case shown in FIG. 3 (b), numbers such as P1, P2, P3... Pi are assigned as priority levels to each factor event, and the lower the number, the higher the priority level.

[Description of road-to-vehicle communication procedure]
Next, an example of a procedure of road-to-vehicle communication performed between the in-vehicle device 1 and the signal control device 2 will be described based on a ladder chart of FIG.

  The signal control device 2 generates traffic signal information including prediction information related to prediction of the signal cycle managed by the signal control device 2 and periodically transmits the signal information to the outside via the wireless communication unit 21 (prediction information transmission processing). ). The traffic signal information with the prediction information is generated and transmitted every 100 ms, for example, so that a vehicle existing in the wireless communication area of the signal control device 2 can receive the traffic signal information at the transmission interval. Further, the signal control device 2 transmits the traffic signal information by broadcasting that does not specify the communication partner. In addition to the above prediction information, the traffic signal information includes information indicating the transmission time of the traffic signal information, the location information of the intersection, the current signal status, and the like.

  The in-vehicle device 1 of the vehicle in the wireless communication range with the signal control device 2 receives the traffic signal information transmitted from the signal control device 2. The received signal information is stored in the RAM or the like of the control unit 16 for each identification information (traffic signal ID) included in the signal information. And in the driving assistance selection process (details will be described later), the contents of driving assistance to be implemented for the intersection corresponding to the received traffic signal information are selected. In this driving assistance selection process, driving assistance having contents suitable for the situation predicted at the intersection is selected based on the contents of the prediction information included in the traffic signal information. Then, in the driving support execution process (details will be described later), the selected driving support is executed at a timing according to the signal present state and the predicted value of the present period. A series of operations through the road-to-vehicle communication between the in-vehicle device 1 and the signal control device 2 as described above is periodically repeated until the vehicle passes through an intersection targeted for driving assistance.

[Detailed description of prediction information and traffic signal information]
Here, the detailed content of the prediction information included in the traffic signal information transmitted from the signal control device 2 to the in-vehicle device 1 will be described with reference to FIG.

  As shown in FIG. 5, the prediction information list includes “priority”, “cause event”, “occurrence frequency (confidence level)”, “designated light color”, “designated cycle”, “predicted value”, and “traffic traffic signal”. This is a set of records of prediction information composed of fields of “ID”. This prediction information list is created based on the contents of the cause event list and the priority list stored in the prediction information database 24 of the signal control device 2, and is transmitted to the outside along with the traffic signal information. .

  In the priority field, the priority of the cause event described in the list is described. In the cause event field, a cause event that is a factor that determines the display period of the signal lamp color at the intersection is described. In the occurrence frequency (confidence level) field, the occurrence frequency or confidence level of the factor event described in the list is described. In the designated light color field, the signal light color to be changed in the current display period when a cause event described in the list occurs is described. In the designated cycle field, the number of the signal cycle to which the designated lamp color belongs is described. In the predicted value field, the predicted value for the display period of the designated lamp color when it is assumed that the cause event described in the list has occurred is described. In the traffic signal ID field, identification information of a traffic signal to be controlled by the signal control device 2 is described.

  Note that the prediction information list describes the prediction value of the display period even if there is no factor that causes the prediction value of the display period to fluctuate for the signal lamp color being displayed (in the prediction information list of FIG. 5). Bottom). In the example shown in FIG. 5, the records of the prediction information in the prediction information list are sorted in the descending order of priority. However, the records are not necessarily sorted in the priority order.

  Next, the management status of traffic signal information with prediction information in the in-vehicle device 1 will be described with reference to FIG. In the traffic signal information transmitted from the signal control device 2 to the vehicle, in addition to the above-mentioned prediction information list, the transmission time of the traffic signal information, the location information of the intersection where the traffic signal 3 to be controlled is installed, the traffic at the transmission time Information indicating the current status (signal color, elapsed time, etc.) of the traffic light is included. When receiving the traffic signal information from the signal control device 2, the in-vehicle device 1 stores the received traffic signal information in a predetermined area of the RAM of the control unit 16. When the in-vehicle device 1 receives traffic signal information from N different signal control devices 2, the traffic signal information from No. 1 to N is stored for each traffic signal ID that is identification information included in the traffic signal information. Further, when the traffic signal information is received again from the same signal control device 2, the existing traffic signal information corresponding to the traffic signal ID of the traffic signal information is updated to the content of the newly received traffic signal information. As a result, when signal information is received from a plurality of signal control devices 2 at the same time, only the latest signal information is stored for one signal control device 2.

[Explanation of predicted information transmission processing]
Next, the content of the prediction information transmission process executed by the control unit 22 of the signal control device 2 will be described with reference to the flowchart of FIG. This process is repeatedly executed periodically (for example, every 100 ms) while the signal control device 2 is in operation.

  First, the control unit 22 of the signal control device 2 determines whether or not to use a factor event defined for each time zone for generating prediction information based on a predetermined determination criterion (S101). For example, if it is determined that the change in the trend of the causal event depending on the time zone falls under a situation that should be considered, an affirmative determination is made, and if the change in the trend due to the time zone is determined not to be particularly considered Makes a negative decision. As to whether or not to use the cause event defined for each time zone, the signal manager can set in advance whether to use the cause event for each time zone for each intersection.

  If it is determined in S101 that the factor event defined for each time zone is used (S101: YES), the current time is acquired from the clock means (not shown) in the signal control device 2 (S102). Then, from the factor event list (see FIG. 3A) stored in the prediction information database 24, the factor event and occurrence frequency (confidence level) belonging to the current time zone are acquired (S103), The process proceeds to S105. On the other hand, when it is determined in S101 that the causal event defined for each time zone is not used (S101: NO), the average (non-classified by time zone) causal event and occurrence frequency are acquired from the causal event list (S104). The process proceeds to S105.

  Next, in S105, the priority corresponding to each factor event acquired in the process of S103 or S104 is acquired from the priority list (see FIG. 3B) stored in the prediction information database 24 (S105). ). And a prediction information list (refer to Drawing 5) is generated by predetermined calculation based on each information acquired by each processing of S103 or S104, and S105, and the present signal lamp color display situation (S106).

  Specifically, in addition to the cause event acquired from the cause event list and the priority list, and the occurrence frequency (confidence level) and priority information associated with the cause event, a designated light color, a designated cycle corresponding to each cause event, Prediction information is created by adding information on the predicted value and traffic signal ID. The calculation of the designated lamp color, the designated cycle, and the predicted value corresponding to the cause event is performed based on the following viewpoint, for example.

(1) When the causal event is “Emergency vehicle passing” The signal cycle to be changed according to the display status of the signal light color so that the approaching emergency vehicle can pass through the intersection during the green signal display period. The lamp color and the current period are calculated, and the specified lamp color, the specified cycle, and the predicted value are determined. For example, if the traffic signal on the road side that assumes the approach of an emergency vehicle is red, the predicted value is set so that the emergency vehicle can pass through the green with a shorter display period than the standard time. Operation such as setting is conceivable. Alternatively, if the traffic signal on the road side that assumes the approach of an emergency vehicle is blue, the predicted value is set so that the emergency vehicle can pass by making the display period longer than the standard time Such operation is conceivable.

(2) When the causal event is “pedestrian crossing” When it is assumed that there is a pedestrian crossing the pedestrian crossing associated with the intersection, the pedestrian side traffic light will be displayed until the pedestrian completes the crossing. A current period to be maintained is calculated, and a predicted value of a signal lamp color display period in the vehicle side traffic light is calculated based on the current period.

(3) When the factor event is “bicycle crossing” When it is assumed that there is a bicycle crossing the pedestrian crossing attached to the intersection, the green light of the pedestrian bicycle traffic light is maintained until the bicycle finishes crossing. Such a current period is calculated, and based on this, a predicted value of the signal lamp color display period in the vehicle side traffic light is calculated. When there is no pedestrian bicycle traffic light at the intersection, a current period is calculated so as to maintain the green light of the vehicle traffic signal corresponding to the traveling direction of the bicycle until the end of the crossing, and the predicted value is determined.

(4) When the causal event is “extension of the display period (blue)” When it is assumed that the display period of the green light will be extended due to a request from the vehicle via road-to-vehicle communication, the request will be made. Within a predetermined range of fluctuation that can be adjusted by the signal control device 2 so that the cause of the problem is solved (for example, the requesting vehicle can pass through the intersection without stopping during the green light display period). The display period of the green light is calculated and the predicted value is determined.

  Alternatively, when it is assumed that the display period of the green light is extended due to an external operation from the traffic management center or the internal circumstances of the signal control device 2, the factor that caused the extension (for example, the offset of the display period) In order to solve the adjustment, the signal control device 2 calculates the display period of the green signal within a predetermined fluctuation range that can be adjusted, and determines the predicted value.

(5) If the causal event is “Reduction of the current period (red)” If the request from the vehicle via road-to-vehicle communication assumes that the current period of the red signal will be shortened, make a request. The signal control device 2 can be adjusted so that the cause of the problem is solved (for example, the vehicle from which the request is made can be switched from a red signal to a green signal before reaching the intersection so that the vehicle can pass through the intersection without stopping). The red light display period is calculated within the range of the fluctuation range, and the predicted value is determined.

  Alternatively, when it is assumed that the red light display period is shortened due to an external operation from the traffic management center or the internal circumstances of the signal control device 2, the factor that caused the shortening (for example, the display period) In order to solve the offset adjustment or the like, the display period of the red signal is calculated within a predetermined fluctuation range that can be adjusted by the signal control device 2, and the predicted value is determined.

(6) When the cause event is “Reduction of the current display period (blue)” When it is assumed that the display period of the green light will be shortened due to a request from the vehicle via road-to-vehicle communication, the request will be made. In order to solve the cause of the problem (for example, to adjust the number of vehicles passing through the intersection to adjust the traffic flow), the current signal of the green light is within a predetermined fluctuation range that can be adjusted by the signal control device 2. The indicated period is calculated and the predicted value is determined.

  Alternatively, when it is assumed that the display period of the green light is to be shortened due to external operation from the traffic management center or the internal circumstances of the signal control device 2, the factor that caused the shortening (for example, the offset of the display period) In order to solve the adjustment, the signal control device 2 calculates the display period of the green signal within a predetermined fluctuation range that can be adjusted, and determines the predicted value.

(7) When the causal event is “Extended display period (red)” When requesting the extension of the red signal display period by request from the vehicle via road-to-vehicle communication, make the request. The red signal is within a predetermined range of fluctuation that can be adjusted by the signal control device 2 so that the cause of the problem is solved (for example, to adjust the number of vehicles passing through the intersection to adjust the traffic flow). The display period is calculated and the predicted value is determined.

  Alternatively, when it is assumed that the red light display period is extended due to an external operation from the traffic management center or the internal situation of the signal control device 2, the factor that caused the extension (for example, the display period) In order to solve the offset adjustment and the like, the display period of the green signal is calculated within a predetermined fluctuation range that can be adjusted by the signal control device 2, and the predicted value is determined.

  Returning to the flowchart of FIG. After the prediction information list is created in S106, the traffic signal information including the prediction information list is transmitted to the outside via the wireless communication unit 21 in S107. The traffic signal information transmitted here includes the transmission time, the intersection position information, and the current status information in addition to the prediction information list generated in S106.

[Description of driving support selection process]
Next, the contents of the driving support selection process executed by the control unit 16 of the in-vehicle device 1 will be described with reference to the flowchart of FIG. This process is started by receiving traffic signal information from the signal control device 2 in the wireless communication area. In addition, when signal information is received from a plurality of different signal control devices 2 at the same time, this processing is executed for each signal information.

  First, the control unit 16 of the in-vehicle device 1 determines whether or not the traffic signal information effective for driving support is received (201). The traffic signal information effective for driving support here refers to the traffic signal information received from the signal control device 2 installed at the intersection in front of the course of the host vehicle with reference to the current location and the traveling direction of the host vehicle. Point to. The traffic signal information received from the signal control device 2 arranged at the intersection not on the course of the host vehicle or at the intersection behind the current location even on the course is treated as invalid. When it is determined that the traffic signal information effective for driving support has been received (S201: YES), the process proceeds to S202, and when it is determined that it has not been received (S201: NO), this process ends.

  In S202, which proceeds when an affirmative determination is made in S201, it is determined whether or not the reservation information list has been successfully received for the traffic signal information effective for driving support (hereinafter also referred to as target traffic signal information). When the reservation information list can be normally received (S202: YES), the process proceeds to S203, and when the reservation information list cannot be normally received (S202: NO), this process ends.

  In S203 which proceeds when an affirmative determination is made in S202, the prediction information list (see FIG. 6) included in the target traffic signal information is selected from the driving support list (see FIG. 9) stored in the driving support database 14. Select driving assistance that matches the described causal event as an implementation candidate.

Here, the contents of the driving support list will be described with reference to FIG.
As shown in FIG. 9, the driving support list is provided in the own vehicle that individually corresponds to the factor event and the occurrence frequency (confidence level) assumed to be a factor determining the display period of the signal light color in the traffic signal. It is a list that defines possible maneuvering support.

  In this driving support list, it is possible to individually define driving support corresponding to occurrence frequencies (confidence levels) of all stages assumed in advance for each factor event. That is, even if the driving support corresponds to the same cause event, the content of the corresponding driving support can be changed if the occurrence frequency (confidence level) is different. Thereby, for example, even if the cause event is the same, it is possible to operate such that the content of driving support is strengthened as the frequency of occurrence increases. To explain driving assistance that provides information for traffic objects such as emergency vehicles, pedestrians, bicycles, etc., the frequency of occurrence of the cause event (confidence level) is high, that is, the higher the existence probability of the traffic object, Provide information that strongly calls attention to driving. Alternatively, when the occurrence frequency (confidence level) is low, only information provision may be performed, and when the occurrence frequency (confidence level) is high, not only information provision but also traveling control for safety may be performed. In the case where the field of driving support content is “no definition”, it means that no corresponding driving support is prepared for the combination of the cause event and the occurrence frequency (confidence level).

  In the example shown in FIG. 9, “emergency vehicle notifications 1 and 2” are defined for each occurrence frequency (confidence level) as driving assistance corresponding to the cause event of the emergency vehicle. This driving assistance notifies the driver that there is a high possibility that an emergency vehicle will pass at an intersection, and that the displayed period may change accordingly. In addition, “pedestrian presence notifications 1, 2, 3” and “bicycle presence notifications 1, 2, 3” are defined according to the frequency of occurrence (confidence level) as driving assistance corresponding to a pedestrian or bicycle factor event. . This driving assistance notifies the driver that there is a high possibility that there is a pedestrian or bicycle crossing at the intersection and there is a possibility that the presenting period will change accordingly. In addition, “presentation period extension notifications 1 and 2” are defined for each occurrence frequency (confidence level) as driving support corresponding to the cause event of the presentation period extension. This driving assistance notifies the driver that there is a high possibility that an extension of the display period of a specific signal lamp color will be implemented at an intersection. In addition, “display period shortening notifications 1 and 2” are defined for each occurrence frequency (confidence level) as driving support corresponding to the cause event for shortening the presenting period. This driving support notifies the driver that there is a high possibility that measures for shortening the display period of a specific signal lamp color will be implemented at an intersection.

  Further, various types of support are defined as driving support corresponding to the case where there is no factor event that determines the display period of the signal lamp color. This is driving support that is appropriately selected according to the signal display status at the intersection and the traveling status of the host vehicle. For example, driving support for requesting the signal control device 2 to extend or shorten the signal display period according to the circumstances of the host vehicle, or passing through the green signal display period without stopping before the intersection. Driving assistance for speed guidance and speed adjustment (intersection non-stop passage assistance) and the like.

  Returning to the flowchart of FIG. In S203, the driving support contents corresponding to the high-priority factor events and their occurrence frequency (confidence level) among the factor events defined in the prediction information list included in the target traffic signal information are retrieved from the driving support list. Select as an implementation candidate with priority. In addition, when there are a plurality of cause events having the same priority, the driving support contents corresponding to the cause events having a high occurrence frequency (confidence level) may be selected preferentially. At this time, only one driving support corresponding to the factor event with the highest priority may be selected as an implementation candidate, or if the driving support content can execute a plurality of driving support in parallel at the same time, the priority A plurality of driving assistances may be selected as implementation candidates from the highest.

  Next, the driving support content of the execution candidate selected in S203 is checked against the driving support execution policy (see FIG. 10) stored in the driving support database 14 to determine whether or not the execution is permitted (S204).

Here, the contents of the driving support execution policy will be described with reference to FIG.
The driving support execution policy is a list in which criteria for determining whether or not driving support is implemented is defined for each factor event corresponding to driving support and its occurrence frequency (confidence level). In the example shown in FIG. 10, three determination criteria of “standardization rule”, “manufacturer setting”, and “user setting” are defined as the determination criteria for the implementation permission.

  Among these, the standardization rules are rules (rules) related to the obligation and freedom of driving support, which are designated by a third party standardization organization for the purpose of standardizing the driving support mode. In this standardization item, “Mandatory” or “Free” rules are defined for each factor event and its frequency of occurrence (confidence) depending on the importance of the factor event and the frequency of driving support. Has been. The “required” rule is a rule that defines that the driving support of the execution candidate corresponding to the items of the cause event and the occurrence frequency (confidence level) needs to be performed. The “free” rule is a rule that defines that the decision of whether to permit or not is left to the manufacturer setting or the user setting for the driving assistance of the execution candidate corresponding to the items of the cause event and the occurrence frequency (confidence level).

  The manufacturer's setting is for the items defined as “free” in the above standardization rules, in which the manufacturer uniquely specifies whether or not to provide driving support according to the type and specification of the vehicle on which the in-vehicle device 1 is mounted. is there. In the user setting items, only “free” and “impossible” rules are defined only for items defined as “free” in the standardization rules. The “free” rule is a rule that defines that the driving permission of the execution candidate corresponding to the item is left to the user setting. The “impossible” rule is a rule that defines that the driving support of the execution candidate corresponding to the item cannot be performed (driving support is not prepared) for some reason such as a restriction due to the vehicle type or specification. Note that, for items defined as “required” in the standardization rules, a unique criterion based on manufacturer settings is not set.

  The user setting is a determination criterion that allows the user to freely set whether driving assistance is performed within the range allowed by the manufacturer setting. In this user setting item, only for the item defined as “free” in the manufacturer setting, either “ON (execute)” or “OFF (do not execute)” is specified in advance by an input operation from the user. It is specified. For items defined as “required” in the standardization rules and items defined as “impossible” in the manufacturer settings, unique judgment criteria based on user settings are not set.

  Returning to the flowchart of FIG. In the above S204, if the cause event and the occurrence frequency corresponding to the driving support of the implementation candidate are defined as “required” in the standardization rules of the driving support implementation policy, or defined as “ON” in the user setting. If yes, it is determined that the driving support of the execution candidate is to be executed (SS04: execution permission), and the process proceeds to S205. On the other hand, if it is defined as “impossible” in the manufacturer setting of the driving support execution policy or if it is defined as “OFF” in the user setting, it is determined that driving support of the execution candidate is not to be performed (S204: Implementation) Impossible), this process ends.

  In S205, which proceeds when it is determined that the execution is permitted in S204, a driving support execution process is performed in which the driving support determined to be performed is performed for the intersection specified by the traffic signal ID in the prediction information list, and this process is terminated. .

[Description of driving support execution processing]
Next, the content of the driving support execution process executed by the control unit 16 of the in-vehicle device 1 will be described with reference to the flowchart of FIG. This process is executed in S205 of the above-described driving support selection process (see FIG. 8).

  First, the control unit 16 of the in-vehicle device 1 acquires predetermined host vehicle information related to the traveling state of the host vehicle (S301). As the own vehicle information acquired here, for example, the information on the current location and traveling direction of the own vehicle acquired via the position specifying unit 10, or the winker (direction acquired from the operation control unit 33 via the external device connection unit 11). Information on the operating status of the indicator), the operating status of the accelerator (opening, etc.), the operating status of the brake (brake strength, etc.), the vehicle speed information acquired from the vehicle speed sensor 32, the detection information acquired from the radar camera 31, etc. is there.

  Next, in S302, information (presentation status information) about the present status of the signal lamp color included in the target traffic signal information is acquired. Furthermore, in S303, the prediction information (designated light color, designated cycle, predicted value, etc.) regarding the causal event corresponding to the driving support implemented here is acquired from the forecast information list of the target traffic signal information.

  And based on the information acquired by each process of S301-S303, the timing which implements driving assistance is determined (S304), and driving assistance is implemented according to the determined implementation timing (S305).

  More specifically, the estimated time when the vehicle will reach the intersection (calculated based on the current location, intersection position information, vehicle speed, accelerator / brake operation status, surrounding vehicle status, etc.) Comprehensively analyze the time and expected switching time of the specified lamp color based on the prediction information, and calculate the timing suitable for the driving assistance to be implemented.

  Here, the positional timing based on the positional relationship with the intersection to be supported, and the temporal timing based on the current status of the lamp color and the expected designated switching time are set. For example, if it is driving support that provides information about a specific traffic object, it will arrive within a predetermined range before the intersection of the support target, and at a time earlier than the expected switching time of the designated light color of the prediction information Information about traffic objects is notified to the driver. In addition, the optimal timing and signals for running control (vehicle speed guidance, vehicle speed adjustment) that allow the vehicle to pass through the intersection without stopping according to the distance to the intersection, the running situation of the host vehicle, the situation of surrounding vehicles, etc. The optimum timing for performing road-to-vehicle communication for requesting the signal control device 2 to extend or shorten the current display period is determined.

[Correspondence between Configuration described in Embodiment and Configuration described in Claims]
Correspondence between the configuration of each part of the road-to-vehicle communication system of the above embodiment and the configuration described in the claims is as follows. The control unit 16 of the in-vehicle device 1 corresponds to a driving support control unit, a selection unit, and an implementation permission / inhibition determination unit in the claims. The wireless communication unit 15 corresponds to a receiving unit. The driving support database 14 corresponds to a storage unit. On the other hand, the control unit 22 in the signal control device 2 corresponds to the generation unit in the claims. The wireless communication unit 21 corresponds to a transmission unit.

[effect]
The road-to-vehicle communication system according to the embodiment has the following effects.
(1) Based on the prediction information notified from the signal control device 2 to the vehicle side, predictive driving assistance corresponding to the situation expected regarding the fluctuation of the presenting period in the in-vehicle device 1 can be accurately performed.

  (2) Information such as a factor event, priority of the factor event, occurrence frequency (confidence level), designated light color, designated cycle, predicted value of the display period, etc. is notified from the signal control device 2 to the vehicle side as forecast information. By doing so, the driving support in accordance with the causal event and the lightness degree that can occur at the intersection can be performed at an effective timing based on the expected value of the present period.

  (3) The signal control device 2 generates prediction information related to the factor event corresponding to the current time zone based on the factor event defined for each time zone, so that the factor event and occurrence frequency by the time zone are generated on the vehicle side. Driving assistance can be executed in a manner that matches changes in trends. Moreover, the operation | movement which produces | generates prediction information based on the factor event defined according to the time slot | zone, and the operation | movement which produces | generates prediction information based on the non-classification factor event according to a time slot | zone can be selectively performed. Thus, for example, in situations where changes in the trend of causal events due to time zones should be considered, forecast information is generated based on causal events by time zone, and in situations where this is not necessary, non-classified causal events are generated. The traffic signal information can be generated in a flexible manner according to the situation, such as generating prediction information based on the situation.

  (4) The vehicle-mounted device 1 can determine whether driving assistance is permitted or not according to a standardization rule designated by a standardization organization, a driving assistance implementation policy that defines manufacturer settings, and user settings. Thereby, a certain level of safety can be ensured by the driving assistance standardized for each vehicle based on the standardization regulations. In addition, it is possible to expect the effect of suppressing disordered vehicle control around the intersection and preventing traffic flow disturbance. Furthermore, since the manufacturer or user can independently set the criteria for determining whether or not the operation is permitted within the range permitted by the standardization regulations, the contents of the driving support provided by the in-vehicle device 1 should be in accordance with the intention of the manufacturer or user. Can do.

  DESCRIPTION OF SYMBOLS 1 ... Car-mounted apparatus, 10 ... Position specification part, 11 ... External apparatus connection part, 12 ... Display part, 13 ... Audio | voice output part, 14 ... Database for driving assistance, 15 ... Wireless communication part, 16 ... Control part, 2 ... Signal Control device, 21 ... wireless communication unit, 22 ... control unit, 23 ... peripheral situation acquisition unit, 24 ... database for prediction information, 3 ... traffic signal, 31 ... radar camera, 32 ... vehicle speed sensor, 33 ... operation control unit.

Claims (10)

A signal control device that controls a signal light color display period of a traffic light installed at an intersection and performs wireless information communication with a vehicle traveling on a road, and the signal control device mounted on the vehicle and the signal control device A road-to-vehicle communication system having a vehicle-mounted device that performs predetermined driving support for an intersection where the signal control device is deployed based on the content of the information communication,
The signal control device includes:
Information indicating a predetermined factor event that causes a change in the display period of a specific signal light color in the traffic signal to be controlled, and information indicating at least one of the priority of the factor event or the frequency of occurrence of the factor event Generating means for generating traffic signal information including at least as prediction element information ;
Comprising transmission means for transmitting the traffic signal information generated by the generation means to the in-vehicle device;
The in-vehicle device is
Driving support control means capable of executing a plurality of types of predetermined driving support corresponding to predetermined factor events that cause the signal lamp color display period to fluctuate ;
Receiving means for receiving the traffic signal information from the signal control device;
Based on the traffic signal information received by the receiving means, information indicating the factor event included in the traffic signal information from the driving assistance that can be performed by the driving support control unit , the priority of the factor event, or the factor event Selecting means for selecting driving assistance to be executed by the driving assistance control means in consideration of at least one of the occurrence frequencies ;
The road-vehicle communication system, wherein the driving support control means executes driving support selected by the selection means. In the road-vehicle communication system according to claim 1,
In the signal control device,
The generation means generates traffic signal information further including a predicted value of a display period corresponding to the factor event as the prediction element information,
In the in-vehicle device,
The driving support control means executes the driving support selected by the selecting means in a manner in which a predicted value of a display period corresponding to a factor event corresponding to the driving support is reflected in the content of driving support. Road-to-vehicle communication system. In the road-vehicle communication system according to claim 1 or claim 2 ,
In the signal control device,
The generation means generates traffic signal information including prediction element information belonging to a time zone corresponding to a current time among the prediction element information defined for each predetermined time zone . In the road-vehicle communication system according to claim 3 ,
In the signal control device,
The generation means includes an operation of generating traffic signal information including prediction element information belonging to a time zone corresponding to a current time from prediction element information defined for each time zone, and non-classified prediction element information for each time zone. A road-to-vehicle communication system characterized in that an operation for generating traffic signal information can be selectively executed . The road-to-vehicle communication system according to any one of claims 1 to 4,
In the in-vehicle device,
Storage means for storing predetermined setting information that defines the degree of necessity of driving support;
Based on the setting information stored in the storage means, further comprises an implementation permission / rejection determination means for determining permission / prohibition of implementation of the driving support selected by the selection means,
The road-to-vehicle communication system, wherein the driving support control means performs the driving support on condition that the execution permission determination means determines that the driving support is permitted . In the road-to-vehicle communication system according to any one of claims 1 to 5 ,
In the signal control device,
The generation means generates the traffic signal information further including identification information of a traffic signal to be controlled,
In the in-vehicle device,
The selection means is based on the identification information included in the traffic signal information received from each of the plurality of signal control devices, and predictive element information included in the corresponding traffic signal information for performing driving support for each intersection specified by the identification information Select based on each
The road-to-vehicle communication system, wherein the driving support control means executes each driving support selected by the selection means for a corresponding intersection . Wireless information communication is performed with the signal control device that controls the display period of the signal light color of the traffic signal installed at the intersection, and the intersection where the signal control device is deployed is targeted based on the information communication An in-vehicle device that performs predetermined driving assistance,
Driving support control means capable of executing a plurality of types of predetermined driving support corresponding to predetermined factor events that cause the signal lamp color display period to fluctuate;
From the signal control device, information indicating a predetermined factor event that causes a change in the display period of a specific signal lamp color in a traffic signal, at least one of the priority of the factor event, or the frequency of occurrence of the factor event Receiving means for receiving traffic signal information including at least information indicating the prediction element information;
Based on the traffic signal information received by the receiving means, information indicating the factor event included in the traffic signal information from the driving assistance that can be performed by the driving support control unit, the priority of the factor event, or the factor event Selecting means for selecting driving assistance to be executed by the driving assistance control means in consideration of at least one of the occurrence frequencies;
The driving support control means executes the driving support selected by the selection means.
In-vehicle device characterized by The in-vehicle device according to claim 7,
The receiving means receives traffic signal information further including, as the prediction element information, a prediction value of a display period corresponding to the cause event,
The driving support control means executes the driving support selected by the selecting means in a manner in which the predicted value of the display period corresponding to the factor event corresponding to the driving support is reflected in the content of the driving support.
In-vehicle device characterized by In the in-vehicle device according to claim 7 or claim 8,
Storage means for storing predetermined setting information that defines the degree of necessity of driving support;
Based on the setting information stored in the storage means, further comprises an implementation permission / rejection determination means for determining permission / prohibition of implementation of the driving support selected by the selection means,
The in-vehicle device, wherein the driving support control means performs the driving support on the condition that the execution permission determination means determines that the driving support is permitted . The in-vehicle device according to any one of claims 7 to 9 ,
The receiving means receives the traffic signal information further including traffic signal identification information,
The selection means is based on the identification information included in the traffic signal information received from each of the plurality of signal control devices, and predictive element information included in the corresponding traffic signal information for performing driving support for each intersection specified by the identification information Select based on each
The in-vehicle device, wherein the driving support control means executes each driving support selected by the selection means for a corresponding intersection .

Images