JP5326230B2 - Vehicle driving support system, driving support device, vehicle, and vehicle driving support method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle operation support system, an operation support device, a vehicle and a vehicle operation support method for making a vehicle safely stop before or pass through an intersection by avoiding a dangerous traveling region according to the traveling behavior of the vehicle. <P>SOLUTION: An onboard unit decides whether or not an own-vehicle is put in a dangerous traveling state determined by stop conditions for making the own-vehicle stop before an intersection and entry conditions for making the own-vehicle enter the intersection based on the distance to a stop line, the speed of the own-vehicle, the yellow signal start point of time and yellow signal time of a traffic light installed at the intersection. When it is decided that the vehicle is put in the dangerous traveling state, the onboard unit decides whether or not the own-vehicle stops before the intersection or passes the intersection based on a driving operation history. When making the vehicle stop, the onboard unit performs processing for making the vehicle decelerate by smooth deceleration, and when making the vehicle pass, the onboard unit performs processing for making the vehicle accelerate by smooth acceleration. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to vehicle driving assistance, and more particularly to a vehicle driving assistance system that safely stops or passes a vehicle at an intersection, a driving assistance device that constitutes the vehicle driving assistance system, a vehicle equipped with the driving assistance device, and vehicle driving It relates to support methods.

  For safe driving support of vehicles, technology related to stop control that decelerates and stops a running vehicle, technology related to dilemma control that considers signal switching time, technology that collects vehicle travel data, etc., detection of vehicle position Many technologies have been applied.

  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. Has been disclosed (see Patent Document 1 and Patent Document 2).

  Also, from the communication device installed upstream of the intersection, the signal switching timing information of the intersection and the distance to the stop line of the intersection (or the position information of the stop line) are acquired by the in-vehicle device, and the vehicle enters the dilemma zone. A safe speed providing method for providing a limit traveling speed for escape from the dilemma zone is disclosed (see Patent Document 3).

  Further, as a technique for collecting vehicle travel data, for example, a data collection device mounted on the vehicle can be used to display data indicating the behavior of the vehicle such as position, speed, acceleration / deceleration, angular speed, etc. Various methods or systems for collecting probe information such as other data, or methods or systems for associating these probe information with road maps have been proposed. However, a technique for safely passing or stopping at an intersection by avoiding a dilemma area or an option area by utilizing these methods or systems is not disclosed.

  On the other hand, there are self-contained navigation, satellite navigation, map matching, hybrid navigation, and the like as methods for detecting the position of a vehicle widely used in navigation. Self-contained navigation uses a distance sensor, an azimuth sensor, an angular velocity sensor, etc., for example, based on the azimuth angle of the vehicle traveling with respect to an orthogonal coordinate system based on the longitude-latitude coordinate system and the traveling distance per unit time. Although it is calculated, consistency with the road is not taken into consideration, and there is a problem that errors in the vehicle position accumulate as the travel distance increases.

  Satellite navigation uses GPS (Global Positioning System), and the detected position includes an error of about 10 to 20 m. Since GPS is used, an in-vehicle sensor such as a distance sensor, an azimuth sensor, or an angular velocity sensor is unnecessary. However, on roads under elevated roads, roads between buildings, mountain roads, roadside trees, etc., radio waves cannot be received from a predetermined number of GPS satellites, and the detection accuracy is greatly degraded. is there.

  Further, the map matching method detects the position of the vehicle in consideration of the consistency (matching) between the travel locus by the self-contained navigation and the road map. That is, the most probable road is selected from a plurality of road candidates considered to be traveling while comparing the trajectory obtained by the self-contained navigation with the road map data. Then, when the number of candidate roads is limited to one, the traveling locus of the vehicle obtained by the self-contained navigation is matched with the road. However, if the limited road is wrong, there is a problem that position detection after that becomes impossible.

Hybrid navigation is a combination of satellite navigation and map matching, and it rationally estimates the position of the vehicle and identifies the road on which it is traveling, taking into account the errors between autonomous navigation and satellite navigation. Is. In hybrid navigation, for example, the position of a vehicle is detected using a map matching method in normal times. When the vehicle position cannot be detected by the map matching method, the vehicle position and direction are detected by satellite navigation to estimate the vehicle position, and the vehicle position is detected in consideration of consistency with the road map data. To do. With hybrid navigation, except for special cases, there is almost no possibility of mistaken roads on which vehicles are traveling, and the positional accuracy in the direction of the road is within an error range of about 10 m on average. If it is the purpose of the target navigation, it is an accuracy level that has almost no problem in practical use.
JP 2002-190100 A JP 2006-151014 A JP 2006-139707 A

  However, in the techniques of Patent Document 1 and Patent Document 2, since the stop line cannot be detected unless the vehicle approaches the stop line, the vehicle has reached the vicinity of the stop line when the stop line can be detected. The time margin for stopping the vehicle at the stop line is not sufficient. In this case, in order to stop the vehicle at the stop line, it is necessary to decelerate at a large deceleration, and when there is a following vehicle, there is a safety problem.

  Further, although Patent Document 3 discloses a method for performing traveling control or providing information to avoid the dilemma area or option area sufficiently before the intersection, the vehicle travels so as to avoid the dilemma area or option area more safely and reliably. A method for controlling or providing information has been desired.

  In other words, when switching to a yellow signal, whether to stop the vehicle at the intersection or pass through the intersection is often different for each driver, and even when the dangerous driving area is avoided, the driver's driving A method of running control or providing information so as to avoid a dilemma area or an optional area in consideration of characteristics (travel behavior of the vehicle) is desirable.

  The present invention has been made in view of such circumstances, and a vehicle driving support system that allows a vehicle to safely pass or stop at an intersection while avoiding a dangerous driving area according to the driving behavior of the vehicle, and the vehicle driving It is an object of the present invention to provide a driving support device constituting a support system, a vehicle equipped with the driving support device, and a vehicle driving support method.

A vehicle driving support system according to a first aspect of the present invention is a transmission device that transmits signal information of a traffic light installed at an intersection, and a driving support device that receives signal information transmitted by the transmission device and supports safe driving of the vehicle, In the vehicle driving support system, the driving support device includes a speed acquisition unit that acquires speed information of the host vehicle, a distance information acquisition unit that acquires information about a distance between the host vehicle and the intersection, and a distance to the intersection. Dangerous driving including a dilemma state and an optional state determined by both the stop condition for the host vehicle to stop before the intersection and the approach condition for entering the intersection based on the speed of the host vehicle and the signal information a critical driving state determining means for determining whether the state, in accordance with the yellow signal time, and determination means for determining the critical driving state, the critical driving state-size If the vehicle determines that the vehicle is in a dangerous driving state, the vehicle is informed based on the driving operation history of the vehicle indicating the tendency that the driver has passed the intersection or stopped at the intersection in the dangerous driving state. A determination means for determining whether to pass the intersection or stop at the intersection, and an output means for outputting information for accelerating or decelerating the own vehicle according to the result determined by the determination means. It is characterized by.

According to a second aspect of the present invention, there is provided the vehicle driving support system according to the first aspect, wherein the driving support device stores the driving operation history in association with a state quantity relating to the traveling of the host vehicle, and the host vehicle is in the dangerous driving mode. An approximate state quantity specifying unit that specifies one or a plurality of approximate state quantities that approximate the state quantity of the host vehicle when the vehicle is in a state, and the determination unit corresponds to the approximate state quantity specified by the approximate state quantity specifying unit It is configured to determine whether to pass or stop at an intersection based on a driving operation history.

According to a third aspect of the present invention, there is provided the vehicle driving support system according to the first aspect, wherein the driving support device stops the dangerous driving state of the own vehicle at a passing state that passes through an intersection and an intersection based on the driving operation history. Classification means for classifying the vehicle into states, wherein the determination means is configured to determine whether the vehicle is passing or stopped at an intersection according to whether the state quantity relating to the traveling of the host vehicle is in the passing state or the stopping state. It is characterized by being.

  The vehicle driving support system according to a fourth aspect of the present invention is the vehicle driving support system according to any one of the first to third aspects, wherein the driving support device acquires surrounding vehicle determination means for determining the presence or absence of a surrounding vehicle and traffic information relating to traffic at an intersection. Traffic information acquisition means for determining whether the speed when the host vehicle is accelerated is equal to or lower than a predetermined speed, and that there is no preceding vehicle, that there is a following vehicle, and It is characterized by determining whether to pass or stop at the intersection depending on whether or not at least one condition that the traffic on the intersection road is quiet is satisfied.

A vehicle driving support system according to a fifth aspect of the present invention is the vehicle driving support system according to any one of the first to fourth aspects, wherein the vehicle is in the vicinity of a dangerous driving state including a dilemma state and an optional state determined by both the approach condition and the stop condition. Proximity state identification means for identifying a state, proximity state determination means for determining whether the host vehicle is in the vicinity state based on the distance to the intersection, the speed of the host vehicle, and the signal information, and the host vehicle Information output determining means for determining whether to output information for accelerating or decelerating the host vehicle based on the driving operation history. And

A vehicle driving support system according to a sixth aspect of the present invention is characterized in that, in any one of the first to fifth aspects, the vehicle driving support system includes a determining unit that determines the dangerous driving state based on a predetermined standard deceleration.

  The vehicle driving support system according to a seventh aspect of the present invention is the vehicle driving support system according to the sixth aspect of the present invention, in which the deceleration acquisition means for acquiring the deceleration of the own vehicle every time the own vehicle is stopped by the braking operation, A calculating means for calculating a statistical value of speed and a standard deceleration calculating means for calculating the standard deceleration based on the statistical value calculated by the calculating means are provided.

The vehicle driving support system according to an eighth aspect of the present invention is characterized in that, in any one of the first to fifth aspects, the vehicle driving support system includes a determining unit that determines the dangerous driving state based on a delay time related to a braking operation.

  A vehicle driving support system according to a ninth aspect based on the eighth aspect, based on detection means for detecting a decrease in speed of the host vehicle, and a time from the start of the yellow signal to the time when the speed decrease is detected by the detection means. Delay time calculating means for calculating the delay time.

A vehicle driving support system according to a tenth aspect of the present invention is characterized in that in any one of the first to fifth aspects of the present invention, the vehicle driving support system includes a determining unit that determines the dangerous driving state for each different intersection.

A vehicle driving support system according to an eleventh aspect of the invention is characterized in that, in any one of the first to tenth aspects of the invention, the vehicle driving support system further comprises notification means for notifying acceleration or deceleration of the host vehicle based on information output by the output means. And

A vehicle driving support system according to a twelfth aspect of the present invention is the vehicle driving support system according to any one of the first to eleventh aspects, further comprising control means for controlling acceleration or deceleration of the host vehicle based on information output by the output means. And

A driving support apparatus according to a thirteenth aspect of the present invention is a driving support apparatus that receives signal information of a traffic light installed at an intersection and supports safe driving of the vehicle, speed acquisition means for acquiring speed information of the own vehicle, and the own vehicle Based on the distance information acquisition means for acquiring information on the distance between the vehicle and the intersection, the distance to the intersection, the speed of the vehicle, and the signal information, the stop condition for the vehicle to stop before the intersection and the intersection The dangerous driving state determining means for determining whether or not the vehicle is in a dangerous driving state including a dilemma state and an optional state determined by both of the entry conditions for entering, and the dangerous driving state is determined according to the yellow signal time determining means for, when said vehicle in critical driving state determining means determines that there is a critical driving state, stops at or crossing the driver has passed the intersection with critical driving state Based on the driving operation history of the host vehicle indicating the tendency of the host vehicle, a determination unit that determines whether the host vehicle passes through the intersection or stops at the intersection, and the host vehicle according to the determination result by the determination unit Output means for outputting information for accelerating or decelerating the motor.

A vehicle according to a fourteenth aspect of the invention is equipped with the driving support apparatus according to the above-described invention.

A vehicle driving support method according to a fifteenth aspect of the present invention is the vehicle driving support method for supporting the safe driving of the vehicle by receiving the signal information of the traffic light installed at the intersection with the driving support device, wherein the driving support device includes: Obtain speed information and information about the distance between the host vehicle and the intersection, and based on the distance to the intersection, the speed of the host vehicle and the signal information, the stop condition and the intersection for the host vehicle to stop before the intersection It is determined whether or not the vehicle is in a dangerous driving state including a dilemma state and an optional state determined by both of the entry conditions for entering, and the dangerous driving state is determined according to the yellow traffic light time. If it is determined that the vehicle is in a driving state, the vehicle is not subjected to the vehicle based on the driving operation history of the vehicle, which indicates whether the driver has passed the intersection or stopped at the intersection in a dangerous driving state. Te or determines stopped at or intersection passing intersection, in accordance with the judgment result, and outputs the information to accelerate or decelerate the vehicle.

In the first invention, the thirteenth invention, and the fifteenth invention, the driving support device acquires speed information (speed) of the own vehicle and information about the distance between the own vehicle and the intersection, and calculates the distance to the intersection. . In this case, the information regarding the distance between the host vehicle and the intersection may be the distance between the host vehicle and the intersection, or the position of the host vehicle and the intersection. Based on the distance to the intersection, the speed of the own vehicle, and the signal information of the traffic light installed at the intersection (for example, including the signal parameters such as the yellow signal start time and the yellow signal time), It is determined whether or not the vehicle is in a traveling state (for example, a dangerous traveling state) determined by a stop condition for stopping before the intersection and an entry condition for entering the intersection. The dangerous driving state includes, for example, a dilemma state and an optional state. The dilemma state is a state in which even if the host vehicle tries to stop after displaying a yellow signal, it cannot stop before the intersection and cannot enter the intersection by the end of the yellow signal, and cannot stop or enter safely. In addition, the optional state is a state where the host vehicle can stop before the intersection in an attempt to stop after the yellow signal is displayed, and can enter the intersection by the end of the yellow signal. It is an unstable state where the approach is different. That is, if the state quantity of the host vehicle (such as the position and speed of the host vehicle) at a certain time in the future (for example, when the yellow signal starts) is within the dilemma area or the option area, the host vehicle is in a dangerous driving state. Can be judged. In this case, the position of the host vehicle may be a relative position such as a distance from the host vehicle to the stop line, or may be an absolute position such as coordinates. In addition, the driving support device collects the vehicle position, speed, signal switching parameters, and the like obtained every moment during traveling based on the judgment of the driver as probe information, and determines the traveling state according to the obtained yellow traffic light time. . Thereby, even when the signal parameter is changed, it is possible to accurately determine whether or not the host vehicle is in a dangerous driving state .

  If the driving support device determines that the vehicle is in a dangerous driving state, the driving support device determines whether the vehicle passes the intersection or stops at the intersection based on the driving operation history of the vehicle related to passing or stopping at the intersection. To do. For example, the vehicle operation history is collected as probe information such as the vehicle position, speed, signal switching parameters, and the like obtained every moment during driving based on the judgment of the driver, and the vehicle state quantity (position and speed) at the start of the yellow signal Is the information indicating whether the vehicle is passing or stopped at the intersection in the signal display as a result of traveling with respect to the state quantity. The position of the vehicle may be a relative position such as a distance to the stop line, or may be an absolute position such as coordinates. If the driver tends to pass the intersection according to the driving operation history for the state quantity of the host vehicle determined to be in the dangerous driving state, the driving assistance device Outputs information for accelerating the vehicle. In addition, when the driver tends to stop at the intersection according to the driving operation history with respect to the state amount of the own vehicle determined to be in the dangerous driving state, the driving support device avoids the dangerous driving state. Provides (outputs) information for decelerating the vehicle at a slow deceleration. As a result, the vehicle can be accelerated or decelerated according to the driving characteristics of the driver (the driving behavior of the host vehicle), and the driver can safely avoid the dangerous driving state (hazardous driving region) and feel safe at the intersection. Can be passed or stopped.

  In the second invention, the driving support device specifies one or a plurality of approximate state quantities that approximate the state quantity of the host vehicle when the host vehicle is in a traveling state (for example, a dangerous traveling state). As the approximate state quantity, for example, the displacement from the state quantity of the host vehicle is not large, and the state quantity included in the vicinity can be specified. The driving support device determines passing or stopping at the intersection based on the driving operation history corresponding to the specified approximate state quantity. For example, if the driver has a tendency to pass through an intersection according to the driving operation history corresponding to the specified approximate state quantity, the driving assistance device accelerates the host vehicle and detects the intersection in order to avoid a dangerous driving state. Judge to pass. In addition, according to the driving operation history corresponding to the specified approximate state quantity, when the driver tends to stop at the intersection, the driving assistance device decelerates the host vehicle at the intersection to avoid the dangerous driving state. Determine to stop. As a result, the vehicle can be accelerated or decelerated according to the driving characteristics of the driver (the driving behavior of the host vehicle), and the driver can safely avoid the dangerous driving state (hazardous driving region) and feel safe at the intersection. Can be passed or stopped.

  In the third aspect of the invention, the driving support device classifies the traveling state of the host vehicle in advance into a passing state where the vehicle passes through and a stopped state where the vehicle stops at the intersection. For example, among dangerous driving areas such as a dilemma area or an option area, an area where the driver tends to pass an intersection is defined as a passing area according to the driving operation history, and the driver stops at the intersection according to the driving operation history. An area having a tendency is set as a stop area, and a boundary line between the passing area and the stop area is determined. When the host vehicle is in a dangerous driving state and the state amount of the host vehicle is in the passing region, the driving support device determines to accelerate the host vehicle and pass the intersection in order to avoid the dangerous driving state. To do. In addition, when the host vehicle is in a dangerous driving state, the driving support device decelerates the host vehicle to stop at the intersection in order to avoid the dangerous driving state when the state amount of the host vehicle is in the stop region. Judge as much as possible. As a result, the vehicle can be accelerated or decelerated according to the driving characteristics of the driver (the driving behavior of the host vehicle), and the driver can safely avoid the dangerous driving state (hazardous driving region) and feel safe at the intersection. Can be passed or stopped.

  In the fourth aspect of the invention, the driving assistance device is required to have a speed when the host vehicle is accelerated to be equal to or lower than a predetermined speed, and that there is no preceding vehicle, the following vehicle exists, and the intersection of the intersection. It is determined that the traffic on the road is quiet, and whether to pass or stop at the intersection is determined according to whether the essential condition is satisfied and whether at least one of the selection conditions is satisfied. A forward vehicle is a collision when, for example, the speed of the host vehicle and the relative speed with the forward vehicle are detected at a predetermined cycle from an ultrasonic sensor and the vehicle is accelerated to a predetermined speed based on the detected relative speed. Vehicles that exist within a range where it can be determined that there is a possibility of the failure. As a result, it is possible to ensure safety when the host vehicle is slowly accelerated and enters (passes) the intersection.

  In the fifth aspect of the invention, the driving support device specifies a nearby state (neighboring region) in the vicinity of the traveling state determined by the entry condition and the stop condition. The neighborhood area can be determined by, for example, the degree of proximity between the state quantity (position, speed) in the intersection stop area or the intersection passage area and the stop condition or the entry condition. In this case, the position may be a relative position such as a distance to the stop line, or may be an absolute position such as coordinates. The degree of closeness is an index for evaluating the degree of deviation from the stop condition or the entry condition using the distance, the path of the coordinate intercept, the cluster classification, and the like. In addition, the neighborhood region can be specified based on the driving operation history. For example, it is an intersection stop area in the vicinity of the dangerous driving area and the area where the driver tends to pass the intersection according to the driving operation history, or an intersection passing area in the vicinity of the dangerous driving area, and the driving operation history. According to this area, the driver tends to stop at the intersection. In either case, according to the driving characteristics of the driver, that is, the driving behavior, it is likely to travel dangerously because it tries to pass in a state where it should stop at the intersection and tries to stop in a state where it should pass through the intersection. It can be said. When the host vehicle is in the vicinity state (near region), the driving support device determines whether to perform information output for accelerating the host vehicle or information output for decelerating based on the driving operation history. As a result, even when the host vehicle is not in a dangerous driving state, it is possible to prevent a situation in which the driver falls into a dangerous driving state due to a driver's operation error, and it is possible that the driving behavior of the driver is dangerous. Information can be provided to promote appropriate acceleration or deceleration even when the value is high.

In the sixth aspect of the invention, the driving support device determines the driving state (dangerous driving state) based on the predetermined standard deceleration. The standard deceleration only indicates a change in the speed of the vehicle, and is irrelevant to the operation content of the braking operation or the operation timing. The standard deceleration is slowed down after a time (for example, 2 seconds or more) that is sufficiently longer than the reflection reaction (0.5 seconds) from the stop judgment point, for example, when the vehicle starts braking instead of the yellow signal. This means the deceleration seen when performing an operation. In other words, this means the deceleration seen when aiming at a stop with a sufficient margin without sudden braking. Note that the timing at which the driving support device performs the speed control at the standard deceleration is not limited to a time sufficiently longer than the reflection reaction or the time of the reflection reaction. In general, the standard deceleration is approximately 2 to 3 m / s ² on a flat dry road surface. By determining the dangerous driving condition based on the standard deceleration, it is possible to use the dangerous driving condition that matches the driving behavior of the driver.

  In the seventh invention, for example, the driving support device collects the vehicle position, speed, signal switching parameters, and the like obtained from time to time during traveling based on the judgment of the driver as probe information, and outputs a yellow signal or a red signal. Each time the host vehicle is stopped by a braking operation for stopping the host vehicle at an intersection, the deceleration of the host vehicle is acquired. The driving support device calculates the standard deceleration by calculating the statistical value of the acquired deceleration. For example, the frequency of deceleration obtained every time the vehicle stops at an intersection can be obtained, and the largest deceleration with the mode value can be set as the standard deceleration. Thereby, the standard deceleration according to the driving characteristics of the driver can be determined.

  In the eighth aspect of the invention, the driving support device is based on a delay time related to the braking operation (for example, a time delay until the driver steps on the brake when the driver switches to the yellow signal, that is, a brake time delay). The driving state (dangerous driving state) is determined. For example, the brake time delay may vary depending on the driving characteristics of the driver. By determining the dangerous traveling state based on the time delay of the brake, it is possible to use the dangerous traveling state according to the traveling behavior by the driver.

  In the ninth invention, the driving support device calculates the delay time (brake time delay) based on the time from the start of the yellow signal to the time when the vehicle speed reduction is detected. In this case, if it is known in advance that the vehicle will stop before the intersection with a red light, the braking operation (braking operation) is rarely performed immediately, so the vehicle enters the dangerous driving area from the probe information. It is preferable to use only data when stopping before an intersection due to sudden braking or the like. Thereby, the time delay of the brake according to the driving characteristics of the driver can be determined.

In the tenth aspect of the invention, the driving support device collects the vehicle position, speed, signal switching parameters, and the like obtained every moment during traveling based on the judgment of the driver as probe information, and determines the traveling state for each different intersection. To do. Thereby, it is possible to accurately determine whether or not the host vehicle is in a dangerous driving state at each intersection.

In the eleventh aspect of the invention, the driving support device notifies the acceleration or deceleration of the host vehicle based on information output for acceleration or deceleration. That is, in order to avoid a dangerous driving state, for example, when the host vehicle enters the intersection (when the vehicle passes through the intersection), the driving support device accelerates the host vehicle at a moderate acceleration or gives an acceleration instruction. When notifying the driver or stopping the host vehicle at an intersection, the host vehicle decelerates at a slow deceleration or notifies the driver of a deceleration instruction. Accordingly, it is possible to reliably tell the driver that the dangerous driving state (dangerous driving region) is avoided, and it is possible to prevent the driver from performing an unexpected operation and to reliably avoid the dangerous driving state. . Further, when the driver performs a driving operation based on the instruction, it is possible to avoid the dangerous driving state (dangerous driving region) and to stop or pass the vehicle safely at the intersection.

In the twelfth aspect of the invention, the driving support device controls acceleration or deceleration of the host vehicle based on information output for acceleration or deceleration. That is, in order to avoid a dangerous driving state, for example, when driving the host vehicle into an intersection (passing through the intersection), the driving support device accelerates the host vehicle with a moderate acceleration, or the host vehicle When stopping at the intersection, the host vehicle is decelerated at a slow deceleration. Thereby, a dangerous driving state (dangerous driving | running | working area | region) can be avoided and a vehicle can be stopped or passed safely at an intersection.

In the fourteenth aspect , since the vehicle includes the above-described driving support device, driving support for the vehicle can be performed.

  According to the present invention, the vehicle can be accelerated or decelerated according to the driving behavior of the vehicle, and the driver can safely pass or stop at the intersection by avoiding a dangerous driving state (dangerous driving region) without any discomfort. Can be made.

  Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments. FIG. 1 is a schematic diagram showing an outline of a vehicle driving support system according to the present invention. In the vehicle driving support system according to the present invention, a stop line is provided in front of the intersection where the traffic light is installed, and the road device 21 has an appropriate separation distance (for example, 200 m) from the stop line along the road. 22 is installed. Moreover, the optical beacon 10 is installed on the upstream side of the road device 21 (for example, about 300 m upstream from the road device 21).

  A plurality of intersections as shown in FIG. 1 are provided, and each intersection is set to either an automatic speed control target intersection that performs automatic vehicle speed control or an automatic speed control non-target intersection that does not perform automatic vehicle speed control. . Intersections subject to automatic speed control include, for example, intersections with many accidents, intersections with poor visibility (curves just before the intersections, etc.), traffic hours with slightly heavy traffic, nighttime, time zones with many accidents, equipment failures Since it is based on the presence or absence, it is more realistic to make it variable in time. In this sense, information on the presence / absence of an automatic speed control target intersection may be obtained from a road device. At an automatic speed control target intersection, speed control of a vehicle traveling on a road upstream of the intersection is performed by an in-vehicle device (driving support device) to assist the driver in driving. In addition, when the intersection is an automatic speed control non-target intersection and is a probe data collection target intersection, data (probe data) related to traveling behavior based on the judgment of the driver of the vehicle traveling on the road upstream of the intersection is mounted on the vehicle. Acquired by the device, and creates or updates a travel behavior database to be described later. The presence or absence of the probe data collection target intersection is the same as that of the automatic speed control target intersection, but the basis for selection is different. From the above, even at the same intersection, it may or may not be the target. The database may be created for each different intersection, but all may be common.

  The on-road devices 21 and 22 are, for example, an ultrasonic sensor, an IC tag, a magnetic nail, an optical sensor, and the like, and can identify a communication point by sensing radio waves, sound waves, light, magnetism, and the like. . The road devices 21 and 22 have a communication area with the vehicle-mounted device on the road. When the vehicle passes through the communication area, the in-vehicle device receives a signal indicating that the vehicle passes through the communication area from the road devices 21 and 22. The road devices 21 and 22 may be one-way communication or two-way communication with the in-vehicle device. Further, the roadside devices 21 and 22 are not intended for communication but may simply issue a signal for measurement.

  The optical beacon 10 has a communication area with the in-vehicle device on the road. When the vehicle passes through the communication area, the in-vehicle device receives predetermined information from the optical beacon 10. The predetermined information includes, for example, communication point position information, stop line position information (for example, distance to the stop line, absolute position of the stop line, etc.), position information of the road devices 21 and 22 (for example, communication from the stop line) The distance to the area, the absolute position of the communication area, etc.), the signal information of the traffic light (for example, the yellow signal start time and the yellow signal time, etc.), the intersection in front of the running direction is an intersection subject to automatic speed control, or automatic speed control is not This is intersection information indicating whether the intersection is a target intersection and a probe data collection target intersection. In place of the optical beacon 10, 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 in-vehicle device acquires predetermined information through communication with the optical beacon 10. For example, the in-vehicle device can confirm that the distance to the stop line at this time is, for example, 700 m. The in-vehicle device further travels on the road toward the intersection, and the in-vehicle device communicates with the on-road device 21, so that the in-vehicle device confirms that the position of the own vehicle is 400 m from the stop line. can do. That is, the in-vehicle device can correct the distance to the stop line. The same applies when the in-vehicle device communicates with the road device 22. Thereby, the vehicle-mounted apparatus can grasp | ascertain the distance to a stop line with a sufficient precision beforehand in the upstream point of an intersection.

  Thereafter, when the front intersection is an automatic speed control non-target intersection, the in-vehicle device acquires data (probe data) related to the driving behavior of the driver until passing the intersection (or passing after the stop) from time to time. That is, the in-vehicle device collects the vehicle position, speed, signal switching parameters, etc. obtained from time to time as probe data, and the vehicle state quantity (distance and speed to the stop line) at the start of the yellow signal, as a result of traveling Information such as driving operation history indicating whether the vehicle is passing or stopping at the intersection in the signal display is acquired, and the traveling behavior database is created or updated.

When the front intersection is an automatic speed control target intersection, the in-vehicle device will measure the distance to the stop line (intersection), the speed of the host vehicle, the yellow signal start time and yellow signal time of the traffic light installed at the intersection, and the predetermined standard. Stop conditions and intersections where the state quantity (position and speed to the stop line of the host vehicle) of the host vehicle at a certain time in the future (for example, when the yellow signal starts) stops before the intersection based on deceleration, etc. It is determined whether or not the vehicle is in a traveling state (for example, a dangerous traveling state) determined by an entry condition for entering the vehicle. The standard deceleration only indicates a change in the speed of the vehicle, and is irrelevant to the operation content of the braking operation or the operation timing. The standard deceleration is slowed down after a time (for example, 2 seconds or more) that is sufficiently longer than the reflection reaction (0.5 seconds) from the stop judgment point, for example, when the vehicle starts braking instead of the yellow signal. This means the deceleration seen when performing an operation. In other words, this means the deceleration seen when aiming at a stop with a sufficient margin without sudden braking. Note that the timing at which the driving support device performs the speed control at the standard deceleration is not limited to a time sufficiently longer than the reflection reaction or the time of the reflection reaction. In general, the standard deceleration is approximately 2 to 3 m / s ² on a flat dry road surface.

  If the in-vehicle device determines that the vehicle is in a dangerous driving state, the in-vehicle device sets the intersection with respect to the own vehicle based on the driving operation history of the own vehicle related to passing or stopping at the intersection (information recorded in the above-described driving behavior database). Determine whether to pass or stop at the intersection. In order to avoid dangerous driving conditions, for example, when the vehicle is stopped at the stop line, processing for decelerating the vehicle at a slow deceleration is performed, or when the vehicle is entered at the intersection (passing the intersection) In the case where the vehicle is to be accelerated), a process for accelerating the vehicle at a moderate acceleration is performed.

  FIG. 2 is a block diagram showing the configuration of the in-vehicle device 30. A video camera 40 mounted on the vehicle is connected to the in-vehicle device 30. For example, the video camera 40 is arranged on a front grille, a front bumper, or the like of the vehicle so that a road ahead of the vehicle can be imaged. In addition, a vehicle control unit 50 that controls the traveling state of the vehicle is connected to the in-vehicle device 30. In response to the control signal output from the in-vehicle device 30, the vehicle control unit 50 accelerates / decelerates the vehicle at a required acceleration / deceleration. The on-vehicle device 30 is connected with an ultrasonic sensor 60 for detecting whether or not another vehicle is present in front of and behind the host vehicle. Instead of the ultrasonic sensor 60, other in-vehicle sensors such as a millimeter wave radar can be used.

  The in-vehicle device 30 includes a CPU that performs various types of arithmetic processing, and includes a control unit 31 that includes a timepiece for measuring a control cycle described later. Note that the control unit 31 may be configured with a dedicated hardware circuit, or may be configured to execute a computer program having a predetermined processing procedure. The control unit 31 includes a communication unit 32, a positioning unit 33, a map database 34, a display unit 35, an image processing unit 36, an operation unit 37, a storage unit 38, a notification unit 39, a probe data processing unit 301, and the like via an internal bus. Is connected.

  The positioning unit 33 includes a GPS (Global Positioning System) 331, a vehicle speed sensor 332, a gyro sensor 333, a distance meter 334 that measures a travel distance, and the like. The in-vehicle device 30 can be configured not only as a dedicated device but also as a device such as a personal computer, a PDA, a mobile phone, etc. that can be removed and used for other purposes on the ground with the functions of the above-described units. .

  The communication unit 32 has a communication function for performing road-to-vehicle communication with the optical beacon 10. Note that the communication unit 32 is not limited to narrowband communication such as optical beacon, radio wave beacon, and DSRC. For example, the communication unit 32 may be provided with a wireless LAN function such as a UHF band or a VHF band as a middle band 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. Further, the communication unit 32 has a reception function for receiving signals transmitted by the road devices 21 and 22. Note that the road device is not intended for communication, but may be any device as long as the road device emits a signal for measurement, and the communication unit 32 receives the signal to detect the signal. is there.

  The positioning unit 33 receives radio waves from a plurality of GPS satellites by the GPS 331, and measures the position of the own vehicle from moment to moment. In addition, the positioning unit 33 determines the position of the host vehicle based on signals output from the vehicle speed sensor 332 and the gyro sensor 333 in order to reduce an error in the position where the radio wave from the GPS satellite does not reach or the position measured by the GPS 331. By estimating and collating with the road data of the map database 34, the position of the own vehicle is determined with higher accuracy. In addition to GPS331, DGPS (differential GPS) can also 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 host vehicle.

  The display unit 35 is a liquid crystal display panel such as a windshield display or a head-up display, or a car navigation system or a rear monitoring monitor, and displays necessary information to the driver.

  When the image processing unit 36 receives a signal for starting image processing from the control unit 31, the image processing unit 36 performs processing for detecting a stop line based on a captured image obtained by capturing an image of the road with the video camera 40. Hereinafter, a method for detecting the position of the stop line based on the captured image will be described.

  With the lens center of the video camera 40 as the origin, the road coordinate system is (X, Y, Z), the camera coordinate system is (X ′, Y ′, Z ′), and the road coordinate system indicates the direction of travel of the road as the Y axis. The forward direction is positive, the direction on the road surface perpendicular to the road direction is the X axis (the right direction forward is positive), and the direction perpendicular to the road surface is Z (upward is positive). In the camera coordinate system, the optical axis of the camera lens is the Y ′ axis, the horizontal axis perpendicular to the optical axis is the X ′ axis, and the upward direction of the camera is the Z ′ axis. Furthermore, the rotation angle of each axis of the camera coordinate system with respect to each axis of the road coordinate system is θ (pitch angle), φ (roll angle), and ψ (yaw angle), respectively, and the direction in which the right screw advances is positive (θ : Positive upward from the horizontal plane, φ: clockwise is positive, ψ: counterclockwise is positive). In this case, the conversion equation from the road coordinate system to the camera coordinate system can be expressed by equation (1).

  Each of the coefficients P11 to P33 of the transformation matrix can be expressed by Expression (2). Further, the coordinates (x, y) on the captured image can be expressed by Expression (3), where F is the focal length of the lens.

  The presence / absence of a stop line is determined by extracting an edge point based on the pixel value of each pixel of the captured image and performing pattern matching between the edge image obtained from the extracted edge point and the shape of the stop line. be able to. The y coordinate of the point where the cut out stop line intersects with the y axis of the captured image is obtained (in this case, x = 0), and the obtained y coordinate is substituted into Equation (3), so that the distance to the stop line can be accurately calculated. can do.

  The operation unit 37 includes various operation panels and functions as a user interface between the driver and the in-vehicle device 30. For example, the operation unit 37 receives an operation for starting or stopping the operation of the in-vehicle device 30 by a driver's operation.

  The alerting | reporting part 39 is provided with a speaker, and when warning a driver | operator under control of the control part 31, the content of a warning is output with an audio | voice. For example, when the vehicle is in a dangerous driving area, which will be described later, a message indicating that automatic speed control is performed to enter the dangerous driving area (entering an automatic speed control mode) is output. In addition, when the vehicle is decelerated to stop at the intersection or when the vehicle is accelerated to enter (pass through) the intersection, a message to that effect is output.

  The probe data processing unit 301 collects the vehicle position, speed, signal switching parameters, etc. obtained from time to time as probe data when the vehicle travels on the upstream road toward the probe data collection target intersection, and starts the yellow signal Corresponding to the state quantity (position and speed to the stop line) of the vehicle at the time, information such as driving operation history indicating whether passing or stopping at the intersection in the signal display as a result of traveling is recorded in the traveling behavior database To do. In this case, parameters such as yellow signal time, standard deceleration, intersection, and brake time delay are also recorded, and the dangerous traveling area can be specified according to these parameters.

  The storage unit 38 stores predetermined information received through the communication unit 32. The storage unit 38 includes a travel behavior database.

  FIG. 3 is an explanatory diagram showing the concept of the dangerous driving area. In the figure, the horizontal axis indicates the 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.

  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). If the vehicle speed does not change (Vy = V), the vehicle position Xy at the yellow signal start time can be obtained by Expression (4). Expression (4) 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 is obtained by Expression (5). Here, g is a standard deceleration of the vehicle, and α is a time delay (brake time delay) until the driver steps on the brake after turning yellow. 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 at the start of the yellow signal.

  The entry condition L where the vehicle enters the stop line at the end of the yellow signal and does not wait for the signal is obtained by Expression (6). 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 region is a region that does not satisfy both of the equations (5) and (6), and the option region is a region that satisfies both of the equations (5) and (6). In the figure, the lower area of the dangerous driving area is an intersection stop area, which can be safely stopped before the 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.

  The in-vehicle device 30 is configured so that the vehicle may enter a dangerous driving area (dilemma area and option area) at the start of the yellow signal, that is, as shown in FIG. If the position Xy and the speed Vy) at the point P are in the dangerous driving area, the past whether to accelerate and pass through the intersection or to decelerate and stop at the intersection to avoid falling into the dangerous driving area This is determined based on the driving operation history (for example, information indicating whether the vehicle has stopped or passed at the intersection recorded in the traveling behavior database corresponding to the past state quantity).

  The in-vehicle device 30 repeatedly performs control for accelerating or decelerating the vehicle every time a predetermined time (control cycle) elapses or every predetermined distance movement based on the determination result. The control unit 31 can measure the control period. For example, when stopping at an intersection, deceleration control by gentle deceleration is performed. In addition, when passing through the stop line, acceleration control is performed with gentle acceleration.

  FIG. 4 is an explanatory diagram showing an example of state quantities and driving operation histories in the dangerous driving area. In FIG. 4, the horizontal axis indicates the distance from the stop line, and the vertical axis indicates the speed of the vehicle. When automatic speed control by the in-vehicle device 30 is not performed and driving is performed based on the driver's own judgment, probe data such as the position, speed, and signal switching parameters up to the stop line of the vehicle is collected by the in-vehicle device 30 every moment. When the vehicle's state quantity at the start of the yellow signal (position and speed to the stop line) is in the dangerous driving area, the state quantity and the result of the driving indicate whether the vehicle is passing or stopping at the intersection A sufficient amount of driving operation histories are collected and subjected to statistical processing, thereby associating the relationship. Further, although the dangerous driving area varies depending on parameters such as yellow signal time, standard deceleration, intersection, and brake time delay, the example in FIG. 4 is illustrated as an example in which these parameters are determined.

  In FIG. 4, black circles indicate that the driver has passed the intersection with respect to the state quantity indicated by that point. A white circle indicates that the driver has stopped at the intersection with respect to the state quantity indicated by the point. The circles are schematically represented, and the size, number, position, and the like are merely examples, and are not limited to the example of FIG.

  As shown in FIG. 4, from each state quantity and the corresponding driving operation history, that is, from the past driving operation of the driver, if the state quantity of the own vehicle is in any part of the dilemma area, the driver crosses the vehicle. You can see if there is a tendency to stop. Similarly, it can be seen where in the dilemma area the state quantity of the host vehicle tends to pass the intersection. The same applies to the option area.

  FIG. 5 is an explanatory diagram showing an example of determining stop or passage at the intersection of the own vehicle based on the driving operation history. In FIG. 5, state quantities (Xy, Vy) are, for example, state quantities (Xy, Vy) at point P in FIG. When it is determined that the state quantity (Xy, Vy) of the host vehicle is in the dangerous travel region, an approximate state quantity that approximates the state quantity (Xy, Vy) is obtained, and the host vehicle is determined based on the driving operation history corresponding to the approximate state quantity. Whether to stop at the intersection or pass through the intersection.

  For example, in the example of FIG. 5A, a state quantity existing in a circular region having a predetermined radius centered on the state quantities (Xy, Vy) is set as an approximate state quantity, and a driving operation history corresponding to each approximate state quantity. If there are more intersections than intersection stops, it is determined to pass at the intersection. In the example of FIG. 5B, the state quantity existing in a rectangular area having a predetermined size centered on the state quantities (Xy, Vy) is set as the approximate state quantity, and the driving operation corresponding to each approximate state quantity is performed. If there are more intersection passes than intersection stops in the history, it is determined to pass at the intersection.

  When the approximate state quantity is obtained, the larger one (intersection stop or intersection passing) of the driving operation histories corresponding to the state quantities in the approximate region of the state quantities (Xy, Vy) may be employed. Further, the neighboring area is not limited to a circular area or a rectangular area with respect to the state quantities (Xy, Vy). Further, the size of the approximate region may be appropriately changed according to the number of approximate state quantities to be included.

  FIG. 6 is an explanatory diagram showing another example of determining stop or passage at the intersection of the own vehicle based on the driving operation history. Based on the driving operation history for each dilemma area and option area, a boundary line between a passing area that passes through the intersection and a stop area that stops at the intersection is obtained. As shown in FIG. 6, for example, when the state quantity (Xy, Vy) of the host vehicle at the start of the yellow signal is within the stop area, it is determined to stop at the intersection. The boundary line can be obtained by a multivariate analysis method such as regression analysis, principal component analysis, and discriminant analysis.

  Even if the state quantity (Xy, Vy) of the host vehicle at the start of the yellow signal is in an intersection stop area or an intersection passing area that is not a dangerous driving area (dilemma area, optional area), it is close to the dangerous driving area In the vicinity area, there may be a safety problem depending on the characteristics of the driver. For example, even if the state quantity of the vehicle at the start of the yellow signal is in the intersection passing area and you can safely pass the intersection if you drive as it is, the vehicle is stopped by applying a brake while watching the yellow signal Some drivers try to make it happen. On the other hand, even if the vehicle's state quantity at the start of the yellow signal is in the intersection stop area and you can decelerate and stop safely at the intersection, try to pass through the intersection without braking. Some drivers say. That is, a safe stop at an intersection depending on the driver's characteristics in an intersection stop area and also in the vicinity of the dangerous driving area or in the vicinity of the intersection and in the vicinity of the dangerous driving area. Alternatively, it is preferable to provide information for passing.

  FIG. 7 is an explanatory diagram showing an example of state quantities and driving operation histories in the vicinity region within the intersection stop region. In the figure, the horizontal axis indicates the distance from the stop line, and the vertical axis indicates the speed of the vehicle. When automatic speed control by the in-vehicle device 30 is not performed and driving is performed based on the driver's own judgment, probe data such as the position, speed, and signal switching parameters up to the stop line of the vehicle is collected by the in-vehicle device 30 every moment. When the vehicle's state quantity at the start of the yellow signal (position and speed to the stop line) is in the vicinity of the dangerous driving area, the state quantity and the result of the driving indicate that the vehicle has passed or stopped at the intersection A sufficiently large number of driving operation histories indicating different are collected and subjected to statistical processing, thereby associating the relationship.

  In FIG. 7, black circles indicate that the driver has passed the intersection with respect to the state quantity indicated by that point. A white circle indicates that the driver has stopped at the intersection with respect to the state quantity indicated by the point. As shown in FIG. 7, it can be seen that the neighborhood area indicated by the substantially elliptical area below the dilemma area and the option area below tends to pass through the intersection even if it is the intersection stop area. In such a case, even if the vehicle is not in a dangerous driving state by providing information to the driver that the vehicle should accelerate to pass through the intersection even in the intersection stop region. In addition to preventing dangerous driving conditions due to driver's operation mistakes, even if there is a high possibility of driving dangerously due to driving behavior of the driver, providing information to promote appropriate acceleration Can do.

  FIG. 8 is an explanatory diagram showing an example of a state quantity and a driving operation history in the vicinity area in the intersection passing area. In FIG. 8, the black circle mark indicates that the driver has passed the intersection with respect to the state quantity indicated by the point. A white circle indicates that the driver has stopped at the intersection with respect to the state quantity indicated by the point. As shown in FIG. 8, it can be seen that the neighborhood area indicated by the substantially elliptical area on the upper side of the dilemma area and the upper side of the option area tends to stop at the intersection even if it is an intersection passing area. In such a case, even if the vehicle is not in a dangerous driving state by providing the driver with information indicating that the vehicle should decelerate to stop at the intersection even in the intersection passing region. In addition to preventing accidental driving due to a driver's operation error, even if there is a high possibility of driving dangerously due to the driving behavior of the driver, information should be provided to encourage appropriate deceleration Can do.

  The neighborhood area in the intersection stop area and the intersection passage area is not limited to the substantially elliptical area. Even though the probe data is collected and the vehicle state quantity is in the intersection stop area, the driving history is data indicating that the vehicle has passed the intersection, or the vehicle state quantity is in the intersection passage area. The range of the neighborhood area can be determined based on the data indicating that the driving operation history indicates the intersection stop, and the shape of the neighborhood area differs accordingly. Note that the range of the neighborhood region can be determined by real-time processing.

  The neighborhood area can also be determined according to a predetermined distance range from the limit line of the dangerous driving area or the degree of proximity. In this case, the degree of closeness is an index for evaluating the degree of deviation from the stop condition or the entry condition using a distance, a path of coordinate intercept, cluster classification, and the like.

  FIG. 9 is an explanatory diagram showing the configuration of the travel behavior database 381. The driving behavior database 381 indicates the vehicle position, speed, and signal switching parameters when the vehicle travels on the upstream road toward the probe data collection intersection, that is, when the driving operation is performed based on the judgment of the driver. Is collected as probe data from time to time, and is associated with the vehicle state quantity (position and speed) at the start of the yellow signal, and as a result of driving, the driving operation history indicating whether the signal has passed or stopped at the intersection Such information is recorded. In this case, the position may be a relative position such as a distance to the stop line, or may be an absolute position such as coordinates. The driving behavior database 381 is a database indicating driving characteristics of the driver.

  The driving behavior database 381 is configured for each intersection (R1 to Rn), and parameters necessary for determining the range of dangerous driving areas such as yellow signal time, standard deceleration, and brake time delay, yellow signal start The state quantity (position, speed) of the host vehicle at the time, the driving operation history indicating whether the intersection is stopped or passed, the state quantity of the host vehicle is in the dangerous driving area (dilemma area or option area) or outside the dangerous driving area (nearby) It has information such as a running area indicating whether it is in the area.

  The configuration of the travel behavior database 381 is an example, and the present invention is not limited to this. As shown in FIG. 9, it may be configured for each intersection, but the traffic volume, signal parameters, etc. of the intersection are acquired in advance, each intersection is classified into several types, and each classified intersection is dangerous. The range of the traveling area can also be obtained.

  Further, in the driving behavior database 381, the range of the dangerous driving area can be obtained according to the difference in the yellow signal time at the intersection. However, the dangerous driving area for each yellow signal time is normalized and combined into one dangerous driving area. You can also.

  In the driving behavior database 381, the standard deceleration can be determined according to the driving characteristics of the driver. FIG. 10 is an explanatory view showing a calculation example of the standard deceleration. The standard deceleration is calculated by collecting the vehicle position, speed, signal switching parameters, etc. obtained from time to time as probe data while driving at the driver's discretion, and stopping the vehicle at the intersection with a yellow or red signal. Each time the own vehicle stops at the intersection by the braking operation, the deceleration of the own vehicle is acquired. When stopping at a red light at an intersection, it is often known that the vehicle will stop in advance, and the deceleration to the stop after decreasing the speed tends to be relatively gradual (small) . Therefore, as shown in FIG. 10, it is possible to calculate the frequency of the deceleration obtained every time the vehicle stops at the intersection, and calculate the largest deceleration with the mode value as the standard deceleration. Note that the shape of the frequency distribution shown in FIG. 10 is an example, and the present invention is not limited to this. Depending on the driving characteristics of the driver, it can take various shapes.

  In addition, the calculation of the standard deceleration is not limited to this, and it is calculated using only the deceleration when stopping at an intersection when the state quantity of the vehicle at the start of the yellow signal is in the dangerous driving area. You can also Alternatively, a rough range of the standard deceleration can be determined in advance, and the mode deceleration within the range can be obtained as the standard deceleration. In addition, the standard deceleration can be a constant value regardless of the driver.

  In the travel behavior database 381, the brake time delay can be determined according to the driving characteristics of the driver. FIG. 11 is an explanatory diagram showing an example of calculating the brake time delay. The calculation of the time delay of the brake can be performed based on the time from the start of the yellow signal to the time when the vehicle speed reduction is detected. In this case, if it is known in advance that the vehicle will stop before the intersection with a red light, the braking operation (braking operation) is rarely performed immediately, so the vehicle enters the dangerous driving area from the probe data. It is preferable to use only data when stopping before an intersection due to sudden braking or the like. Thereby, the time delay of the brake according to the driving characteristics of the driver can be determined. Also, the brake time delay can be set to a constant value regardless of the driver. The brake time delay can also be obtained from the average value of the brake time delay history data. Further, not only the brake time delay is determined from the speed decrease, but also the difference between the time when the brake pedal is depressed and the yellow signal start time.

  Next, automatic speed control for avoiding a dangerous traveling area by the in-vehicle device 30 will be described. 12 to 17 are flowcharts showing the processing procedure of automatic speed control. The control unit 31 determines whether or not there is communication with the optical beacon 10 (S11). If there is no communication (NO in S11), the control unit 31 continues the process of step S11 and waits for communication with the optical beacon 10.

  When there is communication with the optical beacon 10 (YES in S11), the control unit 31 determines whether or not the intersection ahead of the traveling direction is an automatic speed control target intersection (S12) and is not an automatic speed control target intersection. In the case (NO in S12), it is determined whether or not the intersection is a probe data collection target intersection (S13).

  When it is a probe data collection target intersection (YES in S13), the control unit 31 includes signal information including a communication point, a stop line and position information on the roadside device from the optical beacon 10, a yellow signal start time and a yellow signal time of the traffic light, and the like. Is received (S14). The distance from the stop line to the communication point and the distance from the stop line to the road device can also be acquired.

  The control unit 31 calculates the distance to the stop line (S15), determines whether or not a signal is received from the road devices 21 and 22 (S16), and if the signal is received (YES in S16), the stop line Is corrected (S17). For example, if the distance from the stop line to the point of communication with the road devices 21 and 22 is L, the position of the vehicle is corrected to be at the distance L from the stop line. Thereby, the distance error accumulated as the host vehicle travels toward the stop line can be reset, and the accuracy of the distance to the stop line can be improved. When the signal is not received (NO in S16), the control unit 31 performs the process of step S18 described later without performing the process of step S17.

  The control unit 31 collects probe data from moment to moment (S18), determines whether or not the vehicle has passed the intersection (S19), and if the vehicle has not passed the intersection (NO in S19), continues the processing from step S14. . When the vehicle has passed the intersection (YES in S19), the control unit 31 determines, based on the collected probe data, the brake time delay, average deceleration, and yellow signal start position when the vehicle stops at the intersection. In addition, the speed, the passing or stopping at the intersection of the signal display, the yellow signal time, etc. are recorded (S20).

  The control unit 31 determines whether or not the data necessary for the statistical processing has been acquired (S21). When the necessary data is acquired (YES in S21), the average brake time delay of the vehicle concerned and the standard decrease are obtained. The speed is calculated (S22). The control unit 31 specifies the dangerous traveling area by using parameters such as yellow signal time, standard deceleration, intersection, and brake time delay, calculates a state quantity in the dangerous traveling area, and performs a driving operation corresponding to the state quantity. The travel behavior database 381 is updated (S23).

  The control unit 31 calculates a state quantity outside the dangerous running area, updates the running behavior database 381 together with the driving operation (separate stop or passing) corresponding to the state quantity (S24), and ends the process. When the intersection is not the probe data collection target intersection (NO in S13), the control unit 31 ends the process. If the data necessary for the statistical process has not been acquired (NO in S21), the control unit 31 ends the process.

  When it is an automatic speed control target intersection (YES in S12), the control unit 31 includes signal information including a communication point from the optical beacon 10, a stop line and position information on the road device, a yellow signal start time and a yellow signal time of the traffic light. Is received (S25). The distance from the stop line to the communication point and the distance from the stop line to the road device can also be acquired.

  The control unit 31 calculates the distance to the stop line (S26), determines whether or not a signal is received from the road devices 21 and 22 (S27), and if the signal is received (YES in S27), the stop line Is corrected (S28). For example, if the distance from the stop line to the point of communication with the road devices 21 and 22 is L, the position of the vehicle is corrected to be at the distance L from the stop line. Thereby, the distance error accumulated as the host vehicle travels toward the stop line can be reset, and the accuracy of the distance to the stop line can be improved. When the signal is not received (NO in S27), the control unit 31 performs the process of step S29 described later without performing the process of step S28.

  The control part 31 determines whether it is an automatic driving | operation start timing (S29). The automatic driving start timing includes a point at a predetermined distance (for example, 200 m) from the stop line, a point in time until switching to a yellow signal reaches a predetermined time (for example, 5 to 10 seconds), and the last road device It is possible to appropriately set the time of communication with the communication terminal 22 or the time of communication with the optical beacon 10. The automatic driving start timing can be changed according to the speed of the host vehicle.

  When it is the automatic driving start timing (YES in S29), the control unit 31 identifies the dangerous traveling area (S30), and determines whether or not the host vehicle enters the dangerous traveling area (S31). If it is not the automatic operation start timing (NO in S29), the control unit 31 continues the processing from step S26. When the host vehicle enters the dangerous driving area (YES in S31), the control unit 31 determines the state quantity at the start of the yellow signal and the same parameters as the specified dangerous driving area (yellow signal time, standard deceleration, intersection, A stop or passage at the intersection is determined from the travel behavior database 381 having a brake time delay or the like (S32).

  When the stop at the intersection is determined (stopped at S32), the control unit 31 notifies that the automatic speed control mode is entered (S33). In this case, the driver is informed that the vehicle decelerates, but without entering the automatic speed control mode by the control unit 31, the driver is instructed to decelerate, and the driver decelerates according to the instruction. It can also be configured as follows.

  The control unit 31 calculates the target speed and the stepwise target speed (S34). The target speed is a speed that is reached in order to decelerate the host vehicle with a moderate deceleration and avoid (escape) the dangerous traveling area. The target speed Vs can be calculated as follows. First, when it is determined that the host vehicle enters the dilemma area, the speed Vs calculated by solving Xy and V as variables in Expressions (4) and (5) is set as the target speed. The target speed Vs is obtained as the speed at the point A in FIG. 3 and is represented by Expression (7).

  When it is determined that the host vehicle enters the option area, the lower limit value of the speed Vs calculated by solving Xy and V as variables in the above formulas (4) and (6) is set as the target speed. The target speed Vs is expressed by equation (8).

  When the difference between the current speed of the host vehicle and the target speed Vs is large, the stepped target speed Vr has a large speed change, so that the current speed of the host vehicle is prevented in order to prevent a situation in which the slow deceleration cannot be performed. This is a provisional target value between V and the target speed Vs, and is calculated every time a predetermined time (control cycle, for example, 0.05 to 1 second) elapses or every predetermined distance of movement.

  The stepwise target speed Vr can be calculated so as to reduce the speed change during the control cycle when decelerating. 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 host vehicle can decelerate at a slow deceleration so as not to feel the deceleration of the subsequent vehicle, so that the subsequent vehicle depresses sudden braking. Can be prevented and safety is improved.

  Further, as a method of calculating the stepwise target speed Vr, using a predetermined threshold β (for example, β = 1 km / h), when V−Vs ≧ β, Vr = V−β and V−Vs <β In this case, Vr = Vs can be obtained.

  The control unit 31 performs deceleration control with a gentle deceleration to bring the current speed V close to the calculated target speed Vs or the stepped target speed Vr (S35), and determines whether or not the control cycle has elapsed (S35). S36) If the control period has not elapsed (NO in S36), the process of step S36 is continued, and deceleration control is continued until the control period elapses. Thereby, it is possible to prevent the following vehicle from feeling the deceleration of the host vehicle.

  When the control cycle has passed (YES in S36), the control unit 31 determines whether or not the boundary of the dangerous traveling area has been reached (S37). For example, when the dangerous driving area is a dilemma area, the determination is made based on whether or not the speed of the host vehicle has reached the stop limit speed indicated by the stop condition C. If the boundary of the dangerous traveling area has not been reached (NO in S37), the control unit 31 continues the processing from step S34. Accordingly, since the deceleration control process is performed every time the control cycle elapses, the target speed Vs and the stepped target speed Vr are gradually changed, and smooth deceleration control can be realized. It should be noted that the deceleration control process can be repeated every time the predetermined distance is moved.

  When reaching the boundary of the dangerous traveling area (YES in S37), the control unit 31 maintains the speed at the speed when the boundary of the dangerous traveling area is reached, that is, the stop limit speed (S38). As a result, after reaching the boundary of the dangerous traveling area, the speed is kept constant so that the vehicle can maintain the state of the host vehicle at the boundary of the dangerous traveling area. As a result, it is possible to prevent the danger that the following vehicle collides with the own vehicle or overtakes the own vehicle.

  The control unit 31 determines whether or not a predetermined time has elapsed since the start of the yellow signal (S39). In this case, the predetermined time is a time delay (brake time delay) until the driver steps on the brake when the driver switches to the yellow signal, and is, for example, about 0.5 seconds. If the predetermined time has not elapsed (NO in S39), the control unit 31 continues the processing from step S38 and continues to travel at a constant speed until the predetermined time elapses.

When the predetermined time has elapsed (YES in S39), the control unit 31 performs deceleration control with standard deceleration (S40). The standard deceleration g can be set to 3 m / s ² , for example. Thereby, the speed of the host vehicle can be decelerated by moving on the curve indicating the speed of the vehicle that can stop at the stop line and the limit of the distance to the stop line.

  Based on the captured image, the control unit 31 determines whether or not a stop line has been detected (S41). If a stop line has not been detected (NO in S41), the processing from step S40 is continued. When the stop line is detected (YES in S41), the control unit 31 calculates the distance to the stop line, corrects the distance to the stop line, controls the speed by fine adjustment control (S42), and stops the vehicle. (S43), the automatic speed control mode is canceled, the fact is notified (S44), and the process is terminated. In the fine adjustment control, the position of the stop line is detected every moment, the distance to the stop line is calculated, and the speed is gradually changed based on the distance to the stop line. Thereby, the speed of the vehicle can be finely adjusted, and the vehicle can be reliably stopped on the stop line.

  When the passage at the intersection is determined (pass in S32), the control unit 31 determines whether acceleration control is possible (S45). The determination of whether or not acceleration control is possible is to confirm whether or not it is safe to accelerate the host vehicle. For example, it is essential that the speed when the host vehicle is accelerated is not more than a predetermined speed (for example, a speed limit, a speed obtained by adding a slight margin to the speed limit, etc.) If the selection condition is that there is no following vehicle), that there is a subsequent vehicle behind the host vehicle, and that the traffic on the intersection road at the intersection is quiet. It can be determined that acceleration is possible. The approaching forward vehicle is detected, for example, by detecting the speed of the host vehicle and the relative speed with the forward vehicle from the ultrasonic sensor 60 or the like at a predetermined cycle and accelerating to the predetermined speed based on the detected relative speed. Vehicles that exist within a range where it is possible to determine that there is a possibility of collision in some cases. Whether the traffic is quiet or not is a case where the traffic volume is small. For example, the traffic volume is usually 20 to 30 cars per minute during the green hour, and 15 cars per minute. Considering the saturation flow rate at each point, such as when there are fewer, it is judged that it is quiet. The regulated speed may be acquired from the map database 34 or may be acquired from the outside such as the optical beacon 10. In addition, the situation of other vehicles around the host vehicle can be acquired from the ultrasonic sensor 60, and traffic information of the intersection can be acquired from the external optical beacon 10 or another communication device 70 described later. .

  When the acceleration control is not possible (NO in S45), the control unit 31 continues the processing from step S33. When the acceleration control is possible (YES in S45), the control unit 31 notifies that the automatic speed control mode is entered (S46). In this case, the driver is informed that the vehicle is accelerating, but without entering the automatic speed control mode by the control unit 31, the driver is instructed to accelerate, and the driver accelerates according to the instruction. It can also be configured as follows.

  The control unit 31 calculates the target speed and the stepwise target speed (S47). The target speed is a speed that is reached in order to accelerate (accelerate) the host vehicle with a moderate acceleration and avoid (escape) from the dangerous traveling area. The target speed can be calculated as follows. For example, when it is determined that there is a possibility that the host vehicle may enter the dilemma area, an approach limit speed that satisfies the approach condition L is set as the target speed. If it is determined that the host vehicle may enter the option area, the target stop speed is a stop limit speed that satisfies the stop condition C.

  When the difference between the current speed of the host vehicle and the target speed Vs is large, the stepped target speed Vr has a large speed change, so that the current speed of the host vehicle is prevented in order to prevent a situation in which gradual acceleration cannot be performed. This is a provisional target value between V and 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 the control period when acceleration is performed. For example, when the current speed V is smaller than the target speed Vs, the difference is accelerated by a value ΔV = (Vs−V) / n, and the target speed Vs is followed so that the speed change becomes minute. Can be made. In this case, the stepwise target speed Vr is Vr = V + Δv = V + (Vs−V) / n. In this way, by adjusting Δv, the host vehicle can be accelerated at a moderate acceleration so as not to feel the acceleration of the host vehicle.

  Further, as a method of calculating the stepwise target speed Vr, using a predetermined threshold β (for example, β = 1 km / h), when Vs−V ≧ β, Vr = V + β, and when Vs−V <β, It can also be obtained as Vr = Vs.

  The control unit 31 performs acceleration control at a moderate acceleration so as to approach the calculated target speed Vs or the stepped target speed Vr (S48), and determines whether or not the control cycle has passed (S49). If the control period has not elapsed (NO in S49), the process of step S49 is continued, and acceleration control is continued until the control period elapses.

  When the control cycle has elapsed (YES in S49), the control unit 31 determines whether or not the boundary of the dangerous traveling area has been reached (S50). For example, when the dangerous traveling area is a dilemma area, the determination is made based on whether or not the speed of the host vehicle has reached the approach limit speed indicated by the entry condition L. If the boundary of the dangerous traveling area has not been reached (NO in S50), the control unit 31 continues the processing from step S47. Accordingly, since the acceleration control process is performed every time the control cycle elapses, the target speed Vs and the stepped target speed Vr gradually change, and smooth acceleration control can be realized. It should be noted that the acceleration control process can be repeated every time a predetermined distance is moved.

  When the boundary of the dangerous traveling area is reached (YES in S50), the control unit 31 maintains the speed at the speed when the boundary of the dangerous traveling area is reached, that is, the approach limit speed (S51). As a result, after reaching the boundary of the dangerous traveling area, the speed is kept constant so that the vehicle can maintain the state of the host vehicle at the boundary of the dangerous traveling area.

  Based on the captured image, the control unit 31 determines whether or not a stop line has been detected (S52). If the stop line has not been detected (NO in S52), the processing from step S51 is continued. When the stop line is detected (YES in S52), the control unit 31 corrects the distance to the stop line, finely adjusts the speed in consideration of the end point of the yellow signal (S53), and passes the stop line. It is determined whether or not (S54). If the stop line has not been passed (NO in S54), the control unit 31 continues the processing from step S53. If the stop line is passed (YES in S54), the control unit 31 cancels the automatic speed control mode, notifies that (S55), and ends the process.

  If the host vehicle does not enter the dangerous driving area (NO in S31), the control unit 31 refers to the data outside the dangerous driving area in the driving behavior database 381 (S56), and specifies the vicinity area of the dangerous driving area (S56). S57). The neighborhood area is, for example, the neighborhood area shown in the examples of FIGS.

  The control unit 31 determines whether or not there is a possibility of dangerous driving based on the specified vicinity area (S58). Judgment of the possibility of dangerous driving is based on whether there is a possibility of falling into dangerous driving according to the driving operation history, although the state quantity of the host vehicle at the start of the yellow signal is not in the dangerous driving region Can be determined. When there is a possibility of dangerous driving (YES in S58), the control unit 31 determines in which neighborhood area the state quantity at the start of the yellow signal is located (S59), and is the neighborhood area in the intersection stop area. In the case (intersection stop area at S59), information is provided to stop at the stop line (S60), and the process ends.

  If it is a neighborhood area in the intersection passing area (intersection passing area in S59), information indicating that the stop line should be passed is provided (S61), and the process ends. When there is no possibility of dangerous driving (NO in S58), the control unit 31 ends the process.

  FIG. 18 is an explanatory diagram showing an example of a travel locus when the deceleration control is performed while avoiding the dangerous travel region. In the figure, the upper part shows the relationship between the distance to the stop line of the host vehicle and the speed, and the lower part shows the relationship between the distance to the stop line and the signal change. From the stop line to the position of 200 m is a manual operation region in which the driver performs manual operation. At a position 200 m from the stop line, the in-vehicle device 30 determines whether or not the host vehicle enters the dangerous travel area and performs automatic driving control. The automatic operation start timing is not limited to this.

  When it is determined that the host vehicle is in the dangerous traveling area, automatic speed control by the in-vehicle device 30 is performed from this point, and it first becomes an avoidance control area in which control for avoiding the dangerous traveling area is performed. When the dangerous traveling area is a dilemma area, the in-vehicle device 30 performs deceleration control with a moderate deceleration so that the speed of the host vehicle reaches a stop limit speed (target speed) that satisfies the stop condition C. After reaching the target speed, the speed is maintained and constant speed control is performed until the yellow signal starts.

  In the automatic speed control, after the start of the yellow signal, it is a standard deceleration control region in which the host vehicle is decelerated and controlled with standard deceleration. That is, the in-vehicle device 30 performs the deceleration control at the standard deceleration from the yellow signal start time (yellow signal start position). When the stop line is detected by the video camera 40, the area thereafter becomes a fine adjustment area in which the speed is controlled by fine adjustment control while correcting the distance to the stop line. In the fine adjustment control, the position of the stop line is detected every moment, the distance to the stop line is calculated, and the speed is gradually changed based on the distance to the stop line. Thereby, as shown by the curve p in the figure, the host vehicle can be stopped safely and reliably on the stop line. In the figure, a straight line m and a curved line n indicated by broken lines are travel loci when the avoidance control is not performed. The straight line m is a traveling locus when traveling at the intersection as it is, and does not reach the stop line at the end of the yellow signal, and passes through the intersection with a red signal. Further, the curve n tries to stop at the standard deceleration after the yellow signal, but cannot stop at the stop line.

  The avoidance control for escaping from the dangerous traveling area is not limited to the above example, and various methods can be taken. For example, in the avoidance control region, the vehicle can be decelerated at a constant deceleration from the current speed, and the stop condition C can be satisfied at the yellow signal start time.

  FIG. 19 is an explanatory diagram illustrating another example of a travel locus when stop control is performed while avoiding a dangerous travel region. As shown in FIG. 19, in the avoidance control region, the in-vehicle device 30 performs deceleration control at a constant deceleration from the position 200 m away from the stop line to the yellow signal start position (time). For example, it is possible to decelerate at a constant deceleration β from the current speed V and reach the target speed Vs on the stop condition C after a time t until the start of the yellow signal.

  Further, in this case, of the time t until the yellow signal start time, the vehicle is decelerated at a predetermined deceleration β for the first time t1, and the remaining time (t−t1) is controlled at a constant speed, and the yellow signal starts. The stop condition C can be satisfied at the time.

  FIG. 20 is an explanatory diagram illustrating an example of a travel locus when acceleration control is performed while avoiding a dangerous travel region. In the figure, the upper part shows the relationship between the distance to the stop line of the host vehicle and the speed, and the lower part shows the relationship between the distance to the stop line and the signal change. From the stop line to the position of 200 m is a manual operation region in which the driver performs manual operation. At a position 200 m from the stop line, the in-vehicle device 30 determines whether or not the host vehicle enters the dangerous travel area and performs automatic driving control. The automatic operation start timing is not limited to this.

  When it is determined that the host vehicle is in the dangerous traveling area, the in-vehicle device 30 becomes an avoidance control area in which automatic speed control is performed and control for avoiding the dangerous traveling area is performed from this point. When the dangerous traveling region is a dilemma region, the in-vehicle device 30 performs acceleration control at a moderate acceleration so that the speed of the host vehicle reaches an approach limit speed (target speed) that satisfies the approach condition L. After reaching the target speed, the speed is maintained and constant speed control is performed until the yellow signal starts.

  After the yellow signal starts, the speed is maintained and the stop line is passed at a constant speed. The in-vehicle device 30 finely adjusts the speed while correcting the distance to the stop line after the video camera 40 detects the stop line, and the host vehicle enters (passes through) the stop line when the yellow signal ends. ) To control. As a result, as shown by the curve p in the figure, the host vehicle can pass the stop line safely and reliably at the end of the yellow signal. In addition, the straight line m and the curve n displayed by the broken line are travel loci when the avoidance control is not performed. The straight line m is a traveling locus when traveling at the intersection as it is, and does not reach the stop line at the end of the yellow signal, and passes through the intersection with a red signal. Further, the curve n tries to stop at the standard deceleration after the yellow signal, but cannot stop at the stop line.

  FIG. 21 is a schematic diagram showing another example of the outline of the vehicle driving support system according to the present invention. As shown in FIG. 21, it is possible to install only the optical beacon 10 without installing the road devices 21 and 22. In this case, the optical beacon 10 can be provided at a position about 200 m to 1000 m upstream of the stop line. Also in this case, a radio wave beacon, DSRC, or the like can be used instead of the optical beacon 10.

  FIG. 22 is a schematic diagram showing another example of the outline of the vehicle driving support system according to the present invention. It is a schematic diagram which shows the other example of the outline | summary of a vehicle position detection system. As shown in FIG. 22, a communication device 70 is provided in addition to the optical beacon 10 and the road devices 21 and 22. The communication device 70 has a mid-range communication function such as a wireless LAN, and transmits signal information over a wide range. Note that the communication device 70 may use a device that performs processing such as signal control, traffic information collection, and traffic information provision. The communication device 70 is not limited to mid-range communication, and may be a device having a wide-area communication function such as FM broadcast, mobile phone, and Internet communication.

  In the above example, the control period can be set to about 0.05 to 1 second, for example. Further, the above-described processing can be repeated each time the vehicle moves a distance corresponding to the distance that the vehicle moves during the control cycle. Although not described in the above example for the sake of simplicity of explanation, once the target speed is reached by the avoidance control and deviated from the dangerous driving area, if it again enters the dangerous driving area for some reason, It is necessary to set the target speed and perform avoidance control.

  As described above, according to the present invention, the vehicle can be accelerated or decelerated according to the driving behavior of the vehicle, and the driver can safely avoid a dangerous driving state (dangerous driving region) and feel safe at the intersection. The vehicle can be passed or stopped.

  In the above-described embodiment, the stop condition C and the entry condition L are used in order to avoid the dangerous driving area. However, the present invention is not limited to this, so that the dangerous driving area can be avoided with a margin. It is also possible to preliminarily set the dangerous traveling area. For example, the yellow signal time Ty can be intentionally reduced. Further, the dangerous traveling region can be set wider by apparently changing the yellow signal start time or the yellow signal end time. Also, instead of using the critical speed stop limit speed or approach limit speed (boundary speed) itself as the target speed, for example, the limit speed was calculated by multiplying the speed limit by a predetermined constant, for example. Numerical values can also be used. Furthermore, the above-mentioned dangerous traveling area may be determined in advance for the speed range to be targeted, may be targeted only for the dilemma area, or may be targeted only for the optional area.

  In the above-described embodiment, the automatic speed control mode is set until the vehicle stops at the stop line or passes through the stop line after it is determined that the host vehicle may enter the dangerous driving area. It is also possible to end the automatic speed control mode when reaching the boundary line of the dangerous driving area and then switch to manual driving by the driver.

  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.

1 is a schematic diagram showing an outline of a vehicle driving support system according to the present invention. It is a block diagram which shows the structure of a vehicle-mounted apparatus. It is explanatory drawing which shows the concept of a dangerous driving | running | working area | region. It is explanatory drawing which shows an example of the state quantity and driving operation log | history in a dangerous driving | running | working area | region. It is explanatory drawing which shows an example which determines the stop or passage in the intersection of the own vehicle based on a driving operation history. It is explanatory drawing which shows the other example which determines the stop or passage in the intersection of the own vehicle based on a driving operation log | history. It is explanatory drawing which shows an example of the state quantity and driving operation log | history in the vicinity area | region in an intersection stop area | region. It is explanatory drawing which shows an example of the state quantity and driving operation log | history in the vicinity area | region in an intersection passage area. It is explanatory drawing which shows the structure of a driving | running | working behavior database. It is explanatory drawing which shows the example of calculation of standard deceleration. It is explanatory drawing which shows the example of calculation of the time delay of a brake. It is a flowchart which shows the process sequence of automatic speed control. It is a flowchart which shows the process sequence of automatic speed control. It is a flowchart which shows the process sequence of automatic speed control. It is a flowchart which shows the process sequence of automatic speed control. It is a flowchart which shows the process sequence of automatic speed control. It is a flowchart which shows the process sequence of automatic speed control. It is explanatory drawing which shows an example of the driving | running locus | trajectory in the case of carrying out deceleration control avoiding a dangerous driving | running | working area | region. It is explanatory drawing which shows the other example of a driving | running locus | trajectory in the case of carrying out stop control avoiding a dangerous driving | running | working area | region. It is explanatory drawing which shows an example of a driving | running locus | trajectory in the case of carrying out acceleration control avoiding a dangerous driving | running | working area | region. It is a schematic diagram which shows the other example of the outline | summary of the vehicle driving assistance system which concerns on this invention. It is a schematic diagram which shows the other example of the outline | summary of the vehicle driving assistance system which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Optical beacon 21, 22 Road device 30 In-vehicle apparatus 31 Control part 32 Communication part 33 Positioning part 34 Map database 35 Display part 36 Image processing part 37 Operation part 38 Storage part 39 Notification part 301 Probe data processing part 40 Video camera 50 Vehicle control 60 Ultrasonic sensor
70 Communication device

Claims (15)

In a vehicle driving support system comprising: a transmission device that transmits signal information of a traffic light installed at an intersection; and a driving support device that receives the signal information transmitted by the transmission device and supports safe driving of the vehicle.
The driving support device includes:
Speed acquisition means for acquiring speed information of the host vehicle;
Distance information acquisition means for acquiring information about the distance between the host vehicle and the intersection;
Dilemma states and options determined by both the stop condition for the host vehicle to stop before the intersection and the entry condition for entering the intersection based on the distance to the intersection, the speed of the host vehicle, and the signal information Dangerous driving state determination means for determining whether or not the vehicle is in a dangerous driving state including a state;
Determining means for determining the dangerous running state according to a yellow traffic light time;
When it is determined that the host vehicle is in a dangerous driving state by the dangerous driving state determination means, based on the driving operation history of the host vehicle indicating a tendency that the driver has passed the intersection or stopped at the intersection in the dangerous driving state. Determining means for determining whether the vehicle passes through the intersection or stops at the intersection;
An output means for outputting information for accelerating or decelerating the host vehicle according to a result determined by the determining means. The driving support device includes:
Storage means for storing the driving operation history in association with a state quantity related to traveling of the host vehicle;
When the host vehicle is in the dangerous driving state, the vehicle includes approximate state quantity specifying means for specifying one or more approximate state quantities that approximate the state quantity of the host vehicle,
The determination means includes
2. The vehicle driving according to claim 1, wherein the vehicle driving is determined based on the driving operation history corresponding to the approximate state quantity specified by the approximate state quantity specifying means. Support system. The driving support device includes:
Based on the driving operation history, it comprises a classifying means for classifying the dangerous running state of the host vehicle into a passing state that passes through the intersection and a stopped state that stops at the intersection,
The determination means includes
The vehicle according to claim 1, wherein the vehicle is configured to determine whether to pass or stop at an intersection depending on whether the state quantity relating to traveling of the host vehicle is in the passing state or the stopping state. Driving support system. The driving support device includes:
Surrounding vehicle determination means for determining the presence or absence of a surrounding vehicle;
Traffic information acquisition means for acquiring traffic information related to traffic at intersections,
The determination means includes
At least one condition of whether or not the speed when the host vehicle is accelerated is equal to or lower than a predetermined speed and that there is no preceding vehicle, that there is a following vehicle, and that traffic on the intersection road of the intersection is quiet The vehicle driving support system according to any one of claims 1 to 3, wherein the vehicle driving support system is configured to determine whether to pass or stop at an intersection depending on whether or not the condition is satisfied. Proximity state specifying means for specifying a proximity state in the vicinity of a dangerous driving state including a dilemma state and an optional state determined by both the approach condition and the stop condition;
Proximity state determination means for determining whether or not the host vehicle is in the vicinity state based on the distance to the intersection, the speed of the host vehicle, and the signal information;
An information output determination means for determining whether to output information for accelerating or decelerating the own vehicle based on the driving operation history when the own vehicle is in the vicinity state. The vehicle driving support system according to claim 1, wherein:   The vehicle driving support system according to any one of claims 1 to 5, further comprising a determining unit that determines the dangerous driving state based on a predetermined standard deceleration. Deceleration acquisition means for acquiring the deceleration of the host vehicle every time the host vehicle is stopped by a braking operation;
Calculating means for calculating a statistical value of deceleration acquired by the deceleration information acquiring means;
The vehicle driving support system according to claim 6, further comprising: a standard deceleration calculation unit that calculates the standard deceleration based on the statistical value calculated by the calculation unit.   The vehicle driving support system according to any one of claims 1 to 5, further comprising a determination unit that determines the dangerous driving state based on a delay time related to a braking operation. Detecting means for detecting a decrease in speed of the own vehicle;
The vehicle driving support system according to claim 8, further comprising: a delay time calculating unit that calculates the delay time based on a time from a yellow signal start time to a time point when a speed decrease is detected by the detecting unit. .   The vehicle driving support system according to any one of claims 1 to 5, further comprising a determination unit that determines the dangerous driving state for each different intersection. The vehicle driving support system according to any one of claims 1 to 10 , further comprising a notification unit that notifies the acceleration or deceleration of the host vehicle based on information output by the output unit. The vehicle driving support system according to any one of claims 1 to 11 , further comprising control means for controlling acceleration or deceleration of the host vehicle based on information output by the output means. In the driving support device that receives the signal information of the traffic light installed at the intersection and supports the safe driving of the vehicle,
Speed acquisition means for acquiring speed information of the host vehicle;
Distance information acquisition means for acquiring information about the distance between the host vehicle and the intersection;
Dilemma states and options determined by both the stop condition for the host vehicle to stop before the intersection and the entry condition for entering the intersection based on the distance to the intersection, the speed of the host vehicle, and the signal information Dangerous driving state determination means for determining whether or not the vehicle is in a dangerous driving state including a state;
Determining means for determining the dangerous running state according to a yellow traffic light time;
When it is determined that the host vehicle is in a dangerous driving state by the dangerous driving state determination means, based on the driving operation history of the host vehicle indicating a tendency that the driver has passed the intersection or stopped at the intersection in the dangerous driving state. Determining means for determining whether the vehicle passes through the intersection or stops at the intersection;
A driving support device comprising: output means for outputting information for accelerating or decelerating the host vehicle according to a result of the judgment made by the judgment means. A vehicle equipped with the driving support device according to claim 13 . In the vehicle driving support method for supporting the safe driving of the vehicle by receiving the signal information of the traffic light installed at the intersection with the driving support device,
The driving support device includes:
Obtain information about the speed information of the vehicle and the distance between the vehicle and the intersection,
Dilemma states and options determined by both the stop condition for the host vehicle to stop before the intersection and the entry condition for entering the intersection based on the distance to the intersection, the speed of the host vehicle, and the signal information Determine whether the vehicle is in a dangerous driving condition,
According to the yellow traffic light time, determine the dangerous driving state,
When it is determined that the host vehicle is in a dangerous driving state, the vehicle is operated on the basis of the driving operation history of the host vehicle indicating the tendency of the driver passing the intersection or stopping at the intersection in the dangerous driving state. Determine whether to pass the intersection or stop at the intersection,
A vehicle driving support method, comprising: outputting information for accelerating or decelerating the host vehicle according to the determined result.

Images