JP5359510B2 - Driving support system - Google Patents

Description

  The present invention relates to a driving support system for performing driving support at a signalized intersection.

  As a conventional driving support system, a system that performs driving support based on the presence of another vehicle (second vehicle) with respect to the own vehicle (first vehicle) entering an intersection is known (for example, see Patent Document 1). . In such a driving support system, the road information of the intersection is acquired, and the timing for driving support is changed based on the road information. As a result, for example, at the intersection, since the connection angle between the running path of the host vehicle and the running path of the other vehicle is an acute angle, high safety is ensured even when the visibility is poor.

JP 2007-323185 A

  Here, at the signalized intersection where the traffic signal is installed, the priority side and the non-priority side of the runway are clearly divided according to the signal light color. In this regard, in the driving support apparatus as described above, driving support is always performed on the first vehicle even at signalized intersections. In some cases, such driving support becomes unnecessary, and the driver of the first vehicle You may feel annoyed.

  Then, this invention makes it a subject to provide the driving assistance system which can reduce the annoyance which a driver feels.

  In order to achieve the above object, a driving support system according to the present invention is a driving support system for providing driving support based on the presence of a second vehicle to a first vehicle entering at a signalized intersection where a traffic light is installed. A light color information acquisition means for acquiring the light color information of the traffic light, and a driving support means for performing driving support based on the light color information acquired by the light color information acquisition means. Carry out driving support during at least one of the first predetermined period before and after the timing when the signal lamp color switches to a green signal on the runway on which the vehicle travels and the second predetermined period before and after the timing when the signal lamp color switches to a red signal. Features.

  In this driving support system, at least one of a first predetermined period before and after the timing when the signal lamp color on the road on which the first vehicle travels switches to a green signal and a second predetermined period before and after the timing when the signal lamp color switches to a red signal. Driving assistance is implemented. Therefore, driving assistance can be implemented only in situations where the possibility of a collision with the second vehicle is high, and the annoyance felt by the driver can be reduced.

  The driving support means further includes a driving state detecting means for detecting the driving state of the first vehicle, and the driving support means stops the driving state detected from the driving state detecting means or is accelerated from low speed driving, or stopped from decelerating driving or It is preferable to implement driving assistance when the vehicle is traveling at a low speed. In this case, driving assistance can be implemented more limited to situations where there is a high possibility of a collision with the second vehicle, and the annoyance felt by the driver can be further reduced.

  In addition, the vehicle is provided with position detecting means for detecting the position of the first vehicle at the signalized intersection, and the driving support means is defined such that the position of the first vehicle detected by the position detecting means includes a predetermined distance before the signalized intersection and the signalized intersection. It is preferable to implement driving assistance when in the area. In this case, the driving assistance can be performed only in an area where the driving assistance is necessary for the driver of the first vehicle entering the signalized intersection, and the troublesomeness felt by the driver can be further reduced.

  A driving support system according to the present invention is a driving support system for performing driving support based on the presence of a second vehicle for a first vehicle entering at a signalized intersection where a traffic light is installed. A driving state detecting unit that detects a driving state; and a driving support unit that performs driving support based on the driving state acquired by the driving state detecting unit. The driving support unit detects the driving state detected by the driving state detecting unit. When the vehicle is stopped or in a state where the vehicle is accelerated from low-speed traveling, driving assistance is performed.

  In this driving assistance system, driving assistance is implemented when the running state is stopped or the vehicle is accelerated from low speed running. Therefore, driving assistance can be implemented only in situations where there is a high possibility of a collision with the second vehicle, and the annoyance felt by the driver can be reduced.

  According to the present invention, it is possible to reduce the annoyance felt by the driver.

1 is a block diagram illustrating a driving support system according to an embodiment of the present invention. It is a figure which shows an example of the condition of the signalized intersection for demonstrating the driving assistance system of FIG. It is a figure which shows another example of the condition of the signalized intersection for demonstrating the driving assistance system of FIG. It is a figure which shows another example of the condition of the signalized intersection for demonstrating the driving assistance system of FIG. It is a flowchart which shows operation | movement of the driving assistance system of FIG. 6 is a flowchart showing a continuation of FIG. It is a conceptual diagram which shows an example of signal cycle information. It is a conceptual diagram which shows an example of the driving | running state of the own vehicle. It is a conceptual diagram which shows another example of the driving | running | working condition of the own vehicle.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

  FIG. 1 is a block diagram showing a driving support system according to an embodiment of the present invention, and FIGS. 2 to 4 are diagrams showing respective situations of signalized intersections. As shown in FIGS. 1 to 4, the driving support system 1 is mounted on a host vehicle (first vehicle) X such as an automobile, and other vehicles (with respect to the host vehicle X entering the signalized intersection I where the traffic signal 20 is installed) Driving assistance based on the presence of the second vehicle). Here, the driving support system 1 is a support service (so-called dating service) that provides driving support based on the presence of another vehicle Y that travels on a road R2 that is orthogonal to (intersects) the road R1 with respect to the host vehicle X that travels on the road R1. )I will provide a.

  The driving support system 1 includes an ECU (Electronic Control Unit) 10 as a controller composed of, for example, a CPU, a ROM, and a RAM. Connected to the ECU 10 is a road-to-vehicle communication device 2, an inter-vehicle communication device 3, a car navigation terminal 5, a vehicle speed sensor 6a, a brake sensor 6b, and a winker sensor 6c as a signal input system 11 for inputting signals to the ECU 10. Further, a display 7, a meter monitor 8, and a speaker 9 are connected to the ECU 10 as an HMI (Human Machine Interface) system 12 for executing driving assistance based on processing by the ECU 10.

  The road-to-vehicle communication device 2 receives road-to-vehicle information from a roadside device, and for example, an optical beacon or the like is used. The inter-vehicle communication device 3 receives inter-vehicle information related to the other vehicle Y from the other vehicle Y. The car navigation terminal 5 acquires the current position information of the host vehicle X detected using, for example, GPS (Global Positioning System) by the GPS-ECU 5a. In addition, the car navigation terminal 5 stores a map database 5b, and thereby acquires information related to the presence of intersections and traffic lights.

  The sensors 6a to 6c are for acquiring travel information of the host vehicle X, the vehicle speed sensor 6a detects the vehicle speed of the host vehicle X, the brake sensor 6b detects the operating condition of the brake of the host vehicle X, The blinker sensor 6c detects the operation status of the blinker of the host vehicle X. The display 7 and the meter monitor 8 provide or display information or images for calling attention to the driver. The speaker 9 outputs an alarm or a warning sound for alerting the driver.

  The ECU 10 includes a communication control unit 10a, a transmission / reception signal processing unit 10b, a road-to-vehicle information processing unit 10c, an inter-vehicle information processing unit 10d, a driving support processing unit 10e, and an HMI control unit 10f. The communication control unit 10 a controls the operation of the communication devices 2 and 3. The transmission / reception signal processing unit 10b processes signals transmitted and received by the communication devices 2 and 3. The road-to-vehicle information processing unit 10c processes road-to-vehicle information. The inter-vehicle information processing unit 10d processes inter-vehicle information. The driving support processing unit 10e executes processing related to driving support such as determination of a collision possibility (TTC; Time To Collision). The HMI control unit 10 f processes an HMI execution algorithm that causes the HMI system 12 to execute and controls the HMI system 12.

  This ECU 10 operates the HMI system 12 based on the input from the signal input system 11 and performs driving support. In the ECU 10 here, the lamp color condition 1 (hereinafter referred to as “lamp color condition 1”) that is a first predetermined period before and after the timing when the signal lamp color on the runway R1 switches to the blue signal, and the timing when the signal lamp color switches to the red signal. Such driving support is performed while the lamp color condition 2 (hereinafter referred to as “lamp color condition 2”), which is the second predetermined period before and after, is satisfied (details will be described later).

  Next, the operation of the driving support system 1 will be described with reference to the flowcharts shown in FIGS.

  In the driving support system 1 of this embodiment, first, the car navigation terminal 5 recognizes the signalized intersection I and recognizes the approach to the signalized intersection I (S1). Subsequently, when the road-to-vehicle information is received by the road-to-vehicle communication device 2 and the signal cycle information of the traffic light 21 on the road R1 is acquired (Yes in S2), the current signal lamp color and the future are based on this signal cycle information. Recognize the signal light color schedule. Then, it is determined whether or not the current signal lamp color corresponds to the lamp color condition 1 or the lamp color condition 2 described above (S3).

  FIG. 7 is a conceptual diagram showing an example of signal cycle information. In the figure, a time axis is set from left to right. “Red”, “blue”, and “yellow” mean that the signal light colors of the traffic light 21 on the runway R1 are “red light”, “blue light”, and “yellow light”, respectively. This means that the signal lamp color of the traffic light 22 on the runway R2 as well as the signal lamp color of the “red signal” (hereinafter the same). As shown in FIG. 7, the signal cycle information here is a lamp color change schedule of about 1 or 2 cycles. The lamp color condition 1 is a time zone before and after the timing when the signal lamp color of the traffic light 21 switches to a blue signal, and a period of a predetermined length in which the signal lamp color changes from “red” to “all red” and becomes “blue”. Has been. The lamp color condition 2 is a time zone before and after the timing when the signal lamp color of the traffic light 21 switches to a red signal, and a period of a predetermined length in which the signal lamp color changes from “blue” to “yellow” and becomes “red”. Has been.

  Subsequently, when the signal light color corresponds to the light color condition 1, the car navigation terminal 5 detects the host vehicle X position, and the host vehicle X position is defined to include the signal intersection I and the signal intersection I before the predetermined distance. It is determined whether or not a position condition (hereinafter referred to as “position condition 1”) located in the area A1 (see FIGS. 2 and 3) is satisfied (S4). When the position of the host vehicle X corresponds to the position condition 1, the traveling state of the host vehicle X is detected by the sensors 6a to 6c, and the traveling state is less than a specified speed (for example, 10 km / h) and is stopped or stopped at a low speed. It is determined whether or not a traveling condition for acceleration traveling (starting traveling) (hereinafter referred to as “traveling condition 1”) is satisfied (S5).

  On the other hand, if the signal light color corresponds to the light color condition 2, the car navigation terminal 5 detects the own vehicle X position, and determines whether or not the own vehicle X position corresponds to the position condition 1 (S6). When the position of the host vehicle X corresponds to the position condition 1, the traveling state of the host vehicle X is detected by the sensors 6a to 6c. It is determined whether or not the following travel condition (hereinafter referred to as “travel condition 2”) is satisfied (S7).

  FIG. 8 is a conceptual diagram illustrating an example of the traveling state of the host vehicle. In the drawing, a travel locus until the host vehicle X enters and passes the signalized intersection I is shown as a travel locus L. In the traveling locus L here, the host vehicle X travels while decelerating toward the signalized intersection I, starts before stopping at the signalized intersection I, starts, and passes through the signalized intersection while accelerating. The defined area A1 as the position condition 1 is an area slightly beyond the signalized intersection I through the signalized intersection I from a predetermined distance before the signalized intersection I.

  As shown in FIG. 8, in the host vehicle X here, the position condition 1 is satisfied when the vehicle X is located in the specified area A1 in the travel locus L, and the vehicle travels within the intersection immediately after starting from the stop. (Dash-dotted line in the travel locus L) corresponds to the travel condition 1, and from stop to stop (broken line in the travel locus L) corresponds to the travel condition 2.

  Subsequently, when the traveling state of the host vehicle X corresponds to the traveling condition 1 in S5 and when the traveling state of the host vehicle corresponds to the traveling condition 2 in S7, the inter-vehicle communication device 3 performs the inter-vehicle information. Is acquired (S8). And when the presence of the other vehicle Y on the runway R2 can be recognized based on the acquired inter-vehicle information, the prescribed driving assistance is implemented (S9, 10). Here, when it is determined that the other vehicle Y enters the signalized intersection I without stopping, the HMI system 12 is activated to alert or provide information on the possibility of collision with the other vehicle Y.

  And, for example, when the light color conditions 1 and 2, the position condition 1 and the traveling conditions 1 and 2 no longer apply, or when the possibility of collision with the other vehicle Y decreases, the driving support end condition is satisfied. The process ends (S11).

  On the other hand, if the signal light color does not correspond to any of the light color conditions 1 and 2 in S3, if the own vehicle X position does not correspond to the position condition 1 in S4 and 6, the own vehicle in S5 and 7 When the running state of X does not correspond to the running conditions 1 and 2 and when the other vehicle Y is not recognized in S9, the process proceeds to S3 again until the own vehicle X passes the operating area.

  By the way, when the signal cycle information of the traffic light 21 cannot be acquired (No in S2), the own vehicle X position is an area including the signal intersection I and the signal intersection I before the predetermined distance, and more than the prescribed area A1. It is determined whether or not a position condition (hereinafter referred to as “position condition 2”) located in the narrow defined area A2 (see FIG. 4) is satisfied (S21). And when the own vehicle X position corresponds to the position condition 2, it is determined whether it corresponds to the driving condition 1 (S22).

  FIG. 9 is a conceptual diagram illustrating another example of the traveling state of the host vehicle. In the traveling locus L here, the host vehicle X stopped before the signalized intersection I starts and accelerates and passes through the signalized intersection. The defined area A2 as the position condition 2 is an area slightly beyond the signalized intersection I through the signalized intersection I from a predetermined distance before the signalized intersection I. The front side of the defined area A2 is located closer to the signalized intersection I than the defined area A1 (see FIG. 8) and is narrower than the defined area A1.

  As shown in FIG. 9, in the host vehicle X here, the position condition 2 is satisfied when the vehicle X is located in the specified area A2 on the travel locus L, and the vehicle travels within the intersection immediately after starting from the stop. (The alternate long and short dash line in the travel locus L) corresponds to the travel condition 1.

  Subsequently, when the traveling state of the host vehicle X corresponds to the traveling condition 1 in S22, the inter-vehicle information is acquired by the inter-vehicle communication device 3 (S23). And when the presence of the other vehicle Y on the runway R2 can be recognized based on the acquired inter-vehicle information, the prescribed driving assistance is implemented (S24, 25).

  Then, for example, when the position condition 2 and the traveling condition 1 are no longer met or when the possibility of collision with the other vehicle Y decreases, the processing is terminated assuming that the driving support end condition is satisfied (S26). On the other hand, when the own vehicle X position does not correspond to the position condition 2 at S21, when the traveling state of the own vehicle X does not correspond to the traveling condition 1 at S22, and when the other vehicle Y is not recognized at S24. The process proceeds to S21 again until the host vehicle X passes through the operating area (S27).

  In addition, in this embodiment, in order not to promote the approach to the signalized intersection I of the other vehicle Y that should not originally enter (to reduce overconfidence and dependency tendency of the other vehicle Y as a violation vehicle with respect to the driving support system 1), Information indicating that the system is operating is not presented to the other vehicle Y. Incidentally, once the driving assistance has been carried out, the driving assistance may be continued until the other vehicle Y stops or passes the signalized intersection I regardless of the establishment of the driving assistance end condition (S11, 26). .

  In the driving support system 1 of the present embodiment as described above, as shown in FIG. 2, the signal light color of the traffic light 21 on the runway R1 is stopped in the specified area A1 at the transition from “red” to “blue”. When the host vehicle X that has traveled at a low speed starts and accelerates and tries to enter the signalized intersection I, the light color condition 1, the position condition 1, and the traveling condition 1 are satisfied. Therefore, the inter-vehicle information related to the other vehicle Y that forcibly enters and passes the signalized intersection I is obtained even though the signal light color of the traffic light 22 on the runway R2 changes from “yellow” to “red”. The HMI system 12 is activated based on the information on the distance between the other vehicles, and the driver of the own vehicle X is alerted or provided with information about the possibility of collision with the other vehicle Y.

  Further, as shown in FIG. 3, when the signal light color of the traffic light 21 on the runway R1 changes from “yellow” to “red”, the host vehicle X that has been decelerating in the specified area A1 will stop or travel at a low speed. In this case, it corresponds to the light color condition 2, the position condition 1, and the traveling condition 2. Therefore, even though the signal light color of the traffic light 22 on the runway R2 is still the transition from “red” or “red” to “blue” (before the signal light color becomes “blue”), the vehicle starts to signal intersection I. Vehicle-to-vehicle information related to the other vehicle Y that is about to enter the vehicle is acquired, the HMI system 12 is activated based on this other-vehicle information, and the driver of the own vehicle X is warned of the possibility of collision with the other vehicle Y or information. Will be provided.

  Furthermore, as shown in FIG. 4, even when the signal cycle information cannot be acquired and the signal light color cannot be detected, the host vehicle X that has stopped or traveled at a low speed in the specified area A2 starts and accelerates. Thus, when attempting to enter the signalized intersection I, the signal light color of the traffic light 21 on the runway R1 is estimated to be a change from “red” to “blue”, which corresponds to the position condition 1 and the traveling condition 1. Therefore, the inter-vehicle information related to the other vehicle Y that forcibly enters and passes the signalized intersection I is obtained even though the signal light color of the traffic light 22 on the runway R2 changes from “yellow” to “red”. Based on this inter-vehicle information, the HMI system 12 is activated, and the driver of the host vehicle X is alerted or provided with information about the possibility of collision with the other vehicle Y.

  On the other hand, in a time zone that does not meet (match) any of the light color conditions 1 and 2, driving assistance is not performed regardless of the position of the host vehicle X and the traveling state. At this time, depending on the situation, driving assistance level that is extremely low compared to driving assistance when driving conditions 1 and 2 are satisfied (driving assistance in S10 and 25 above) is not complicated. May be.

  By the way, in the present embodiment, for example, when it is detected that the driver of the other vehicle Y ignores the “red” signal light color, such as looking away or blurring (the other vehicle Y does not show a tendency to stop). In some cases, driving assistance with a higher driving assistance level than normal driving assistance is performed. In addition, when it is detected that the other vehicle Y is an emergency vehicle such as an ambulance, driving assistance giving priority to the other vehicle Y as the emergency vehicle may be performed.

  As described above, in the present embodiment, driving assistance is not performed because the operation is unnecessary in the time zone in which the signal light color of the traffic light 21 on the runway R1 is “red” or “blue”. On the other hand, driving support is implemented only when the signal cycle information can be acquired and only when the signal lamp color is switched (when the lamp color condition 1 or 2 is met). Therefore, since it is easy to assume that the other vehicle Y forcibly enters the signalized intersection I in the switching time zone, driving assistance is performed only in situations where the possibility of collision with the other vehicle Y is high. Become.

  If the signal cycle information cannot be obtained, driving assistance is performed only when the host vehicle X restarts before entering the signalized intersection I and enters the signalized intersection I (when the driving condition 1 is satisfied). doing. Therefore, when the host vehicle X restarts and enters the signalized intersection I, it is likely that the other vehicle Y will forcibly enter the signalized intersection I. Therefore, the situation is limited to a situation where the possibility of collision with the other vehicle Y is high. Driving assistance will be implemented.

  Therefore, according to the present embodiment, driving assistance can be performed only at scenes where there is a high possibility of a collision at the signalized intersection I, and within the range where the driver of the vehicle entering the signalized intersection I does not feel bothered. Driving assistance can be performed. As a result, it is possible to reduce the annoyance felt by the driver. In addition, since the driving assistance provision time is short, it is possible to suppress an overconfidence-dependent tendency toward driving assistance.

  Furthermore, in the present embodiment, as described above, when the traveling state of the host vehicle X is stopped or is in a state where it is accelerated from low-speed traveling, or is in a state where it is stopped or decelerated from deceleration traveling (traveling condition 1 or traveling condition 2). Driving assistance is provided only when Therefore, driving assistance can be implemented more limited to situations where there is a high possibility of a collision with another vehicle Y, and the annoyance felt by the driver can be further reduced.

  Further, in the present embodiment, as described above, driving assistance is performed only when the own vehicle X position is within the specified area A1 or A2 (when the position condition 1 or 2 is satisfied). Therefore, the driving assistance can be performed only in an area where the driving assistance is necessary for the driver of the host vehicle X entering the signalized intersection I, and the troublesomeness felt by the driver can be further reduced.

  In addition, when it corresponds to the position condition 1 or the position condition 2 and the traveling condition 1 or the traveling condition 2, since the vehicle speed of the host vehicle X is relatively slow, it is considered that the driver has a margin. It is easy to accept driving assistance, and thus it is easy to enjoy the system effect. Further, when the host vehicle X forcibly enters the signalized intersection I, it is assumed that the traveling state is high-speed traveling, and thus driving assistance is not performed without satisfying the traveling conditions 1 and 2. Therefore, it can be assumed that a driver who wants to receive driving assistance will perform safe driving more.

  By the way, conventionally, in a system using inter-vehicle information as in the present embodiment, driving assistance is rarely performed at a signalized intersection I. This is due to the following reason. That is, in the system using the inter-vehicle information, a configuration using the signal lamp color (dynamic regulation information) is not assumed. This is because fixed regulation information such as temporary suspension regulation can be obtained from a map database or the like, but dynamic regulation information has hurdles in communication technology and moral aspects. Furthermore, at the signalized intersection I, the priority side and the non-priority side of the lanes R1 and R2 are divided by the signal light color. Therefore, if all the vehicles comply with the signal regulation, the approaching or contacting (collision) between the vehicles may occur. Hard to think. Therefore, since driving assistance is conversely complicated, the encounter service at signalized intersection I is generally excluded from the support target. In addition, the vehicle-to-vehicle communication encounter service is defined, for example, in the provisions of the advanced safety vehicle (ASV) promotion plan as supporting the presence or approach of another vehicle Y at a temporarily stopped intersection or an unregulated intersection. Yes.

  On the other hand, at the actual signalized intersection I, there may be a head-on collision, especially at the turn of the signal light color. In this regard, in the present embodiment, since the signal cycle information is acquired and the driving assistance can be performed in the time zone when the signal lamp color is switched, it can be said that the present embodiment is particularly effective.

  Further, in the present embodiment, as described above, the defined area A2 of the position condition 2 is narrower than the defined area A1 of the position condition 1, but the stop / low speed travel to acceleration / start before the signalized intersection I is performed. This is not a problem.

  In the present embodiment, as described above, when the signal cycle information of the traffic light 21 cannot be acquired, the host vehicle X located in the specified area A2 corresponds to the traveling condition 1 (stop / low speed traveling to start / accelerated traveling). Whether or not to perform the above (S22) is determined, but it is not determined whether or not the traveling condition 2 (decelerated traveling to stop / low speed traveling) is satisfied. This is because if driving support is performed when the driving condition 2 is satisfied, driving support that is unnecessary for a driver who is decelerating with a will to stop when the signal light color is already in a “red” state may be provided. Because there is.

  As mentioned above, although preferred embodiment of this invention was described, the drive assistance system which concerns on this invention is not restricted to the said drive assistance system 1 which concerns on embodiment, The range which does not change the summary described in each claim It may be modified by or applied to others.

  For example, in the above embodiment, the inter-vehicle information is acquired and the existence of the other vehicle Y is recognized based on the inter-vehicle information. However, when the roadside machine can detect the other vehicle Y, for example, the other vehicle Y is detected based on the road-to-vehicle information. The presence of the vehicle Y may be recognized.

  In the above embodiment, the signal cycle information is acquired using road-to-vehicle information, but may be acquired using a VICS (Vehicle Information and Communication System) service, a mobile phone service, or the like. The signal light color may be detected using an image processing means (camera, etc.). However, from the viewpoint of detection accuracy and reliability due to the influence of nighttime, bad weather, and shielded vehicles, road-to-vehicle information as in this embodiment, etc. It is preferable to obtain signal cycle information from.

  Moreover, in the said embodiment, although the operation | movement is classified according to the presence or absence of signal cycle information acquisition, you may perform only the process of said S21-S27, without acquiring signal cycle information. Further, the above-mentioned “low speed running” means running at a vehicle speed immediately before stopping, and means running at a vehicle speed equal to or lower than a predetermined threshold.

  In the above, the road-to-vehicle communication device 2 constitutes the light color information acquisition means, and the ECU 10 constitutes the driving support means. Further, the vehicle speed sensor 6a, the brake sensor 6b, and the blinker sensor 6c constitute a traveling state detection unit, and the car navigation terminal 5 constitutes a position detection unit.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance system, 2 ... Road-to-vehicle communication machine (light color information acquisition means), 5 ... Car navigation terminal (position detection means), 6a ... Vehicle speed sensor (running state detection means), 6b ... Brake sensor (running state detection means) ), 6c ... Winker sensor (running state detection means), 10 ... ECU (driving support means), 20, 21, 22 ... traffic light, I ... signal intersection, X ... own vehicle (first vehicle), Y ... other vehicles ( Second vehicle).

Claims (2)

A driving support system for performing driving support based on the presence of a second vehicle for a first vehicle entering at a signalized intersection where a traffic light is installed,
Lamp color information acquisition means for acquiring lamp color information of the traffic light;
Based on the lamp color information acquired by the lamp color information acquiring means, driving support means for implementing the driving support including alerting or providing information on the possibility of collision with the second vehicle;
Traveling state detection means for detecting the traveling state of the first vehicle,
The driving support means includes
In the first predetermined period before and after the signal light color on the road on which the first vehicle travels switches to a green light, the travel state detected by the travel state detection means is from stop or low speed travel to acceleration travel At that time, the driving assistance is implemented,
In the second predetermined period before and after the signal lamp color is switched to a red signal , the driving support is provided when the traveling state detected by the traveling state detecting unit is a state from decelerating traveling to stopping or low speed traveling. Carried out,
When the lamp color information cannot be acquired by the lamp color information acquisition means, the driving support is not performed and the driving state is stopped when the driving state is a state from decelerating driving to stopping or low speed driving. Alternatively , the driving assistance system is characterized in that the driving assistance is performed in a state from low speed running to acceleration running . A position detecting means for detecting the position of the first vehicle at the signalized intersection;
The driving assistance means implements the driving assistance when the position of the first vehicle detected by the position detection means is in a predetermined area before the signalized intersection and within a specified area including the signalized intersection. The driving support system according to claim 1.

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