JP5591307B2 - Vehicle driving support device - Google Patents

Description

  The present invention is for a vehicle that receives signal information of a traffic light installed at each of a plurality of intersections positioned in a straight traveling direction of the vehicle from the outside of the vehicle (external) and passes through the plurality of intersections using the received signal information. The present invention relates to a driving support device.

  Conventionally, the information of the position of the traffic light installed in the traveling direction of the vehicle and the parameter of the color change parameter of the traffic signal transmitted from the roadside beacon is received, and based on the information, the vehicle includes the next traffic signal. Proposed roadside communication receiver and roadside communication system that calculates the speed range (minimum speed and maximum speed) that can pass through each traffic light in the blue lighting time zone of multiple traffic lights and displays it on the display to inform the driver ([0008] and [0011] of Patent Document 1 and FIG. 1, [0008], [0012] and FIG. 1 of Patent Document 2).

Japanese Patent Laid-Open No. 5-128399 Japanese Patent Laid-Open No. 5-128400

  FIG. 16 is an explanatory diagram of a comparative example for explaining the problem of the invention according to this application.

  FIG. 16 shows the transition state of the light colors of the traffic lights 1, 2, and 3 based on the signal information received from the roadside beacon at the current position of position 0 and time 0 by the traveling vehicle. The transition state is the nearest (next) traffic light 1 installed at a distance D1 in the straight traveling direction (traveling direction) of the vehicle at the position 0 / time 0, and the next traffic light 2 installed at a distance D2. The traffic light 3 that is in a state of changing from a red signal to a green signal soon and is installed at a distance D3, which is the farthest distance, indicates that the signal is in the middle of the green signal.

  In this case, the traveling vehicle located at the position 0 / time 0 is assumed to be non-lighting under the green light of all traffic lights 1, 2, and 3 on the road for which the maximum speed Vlimit is specified by a road sign or the like. The upper limit speed Vmax below the limit speed Vlimit that can pass to the stop is determined as Vmax = D3 / Td3 from the end time Td3 of the next red signal of the traffic light 3 and the distance D3, and the lower limit speed Vmin is the next speed of the traffic light 2 From the end time Td2 of the green light and the distance D2, Vmin = D2 / Td2 is determined.

  However, in the technique of this comparative example, the passing speed ranges Vmin to Vmax that can pass through all the traffic lights 1, 2, and 3 non-stop with a blue signal are extremely narrow. In this case, when the driver operates while adjusting the speed of the vehicle in accordance with the passing speed range Vmin to Vmax, the driving becomes difficult.

  In the example of FIG. 16, the vehicle (referred to as the preceding vehicle) passes through the second traffic light 2 with a blue signal, so that it passes considerably lower than the speed limit (statutory maximum speed) Vlimit indicated by a broken line. It is necessary to travel in the speed range Vmin to Vmax, and if it is assumed that the preceding vehicle has traveled at the speed limit Vlimit, it is possible to pass through the nearest traffic light 1 and the second traffic light 2 with a green light. A subsequent vehicle that should have been unable to pass the traffic light 2 may cause a deterioration in traffic flow.

  When the preceding vehicle passes the traffic light 1 at the speed limit Vlimit, the margin time Tdb that allows the following vehicle to pass the traffic light 1 is the margin time Tda when the preceding vehicle passes the traffic light 1 under the green signal at the upper limit speed Vmax. There is also the inconvenience that it will decrease to.

  The above inconvenience described with reference to FIG. 16 will be described more specifically or generally.

  In the vehicle driving support device, if the traffic is supported only for the traffic signal installed at the nearest (next) intersection of the traveling vehicle, in the place where the traffic signal installation interval is short such as in the city center. In some cases, the distance (section) in which the speed can be adjusted becomes short, and a sufficient support effect cannot be obtained.

  On the other hand, when considering each traffic signal at multiple intersections located in the straight direction of the traveling vehicle as a support target, the installation interval between traffic signals such as suburban roads is long, and each traffic signal moves independently. In a certain place, when a plurality of traffic lights are targeted, the passing speed range may be narrowed.

  In addition, if the host vehicle (leading vehicle) receiving driving assistance in order to pass a traffic signal several distances away from the nearest traffic light slows down, it should have been able to pass through the nearest traffic light. Subsequent vehicles may not be able to pass, leading to a deterioration in traffic flow.

  The present invention has been made in consideration of such problems, and prevents the passage speed range that can pass non-stop through a plurality of intersections positioned in the straight line direction of the vehicle according to the color of the traffic light from becoming narrow. In addition, an object of the present invention is to provide a vehicle driving support device that can reduce the influence on the following vehicle and prevent the deterioration of traffic flow.

  In the present invention, by limiting the number of traffic signals to be supported by distance or time, there is a high possibility that a plurality of traffic signals are targeted for assistance in the city center, and a sufficient support effect is obtained. It is considered that there is a high possibility that the traffic signal will be a support target and the possibility that the passing speed range will be narrowed is reduced.

Based on the above considerations, the vehicle driving support device according to the present invention is a vehicle driving support device mounted on a vehicle, wherein the color of each traffic light installed at each of a plurality of intersections located in the straight traveling direction of the vehicle. And a receiver that receives signal information including the transition time of each of the lamp colors from the outside of the vehicle, and a remaining distance calculator that calculates each remaining distance indicating a distance from the position of the host vehicle to each of the intersections. A driving support unit that outputs driving support information that supports passing or stopping of the plurality of intersections based on the signal information and each remaining distance, and the driving support unit is received by the receiving unit Among the signal information of each of the traffic lights installed at a plurality of the intersections, the signal information of a plurality of traffic lights located within a specified distance from the position of the own vehicle or the nearest intersection, and the position of the own vehicle or the nearest Using either of the signal information of a plurality of traffic that can be reached within the specified time from the difference between point calculates the driving support information, the prescribed distance or the specified time, Rukoto is set based on the running model of pass or stop It is characterized by.

  According to this invention, among the signal information of each traffic signal installed at a plurality of intersections received by the receiver, the signal information of a plurality of traffic signals located within a specified distance from the position of the own vehicle or the position of the nearest intersection, Since the driving support information is calculated using any one of the signal information of a plurality of traffic lights that can be reached within a specified time from the position of the own vehicle or the position of the nearest intersection, the passing speed range is narrowed. Can be prevented. Moreover, since the passing speed range of the own vehicle is not narrowed, it is possible to prevent the traffic flow from deteriorating by reducing the influence on the following vehicle.

  The specified distance is a distance required to stop by decelerating from the speed limit of the road that is currently running or the current vehicle speed, and the specified time is the speed limit of the road that is currently running or the current speed If it is the time required to stop the vehicle by decelerating from the vehicle speed, the effect of stopping support can be maximized.

  Further, the prescribed distance is a distance necessary for speed adjustment from the speed limit of the road currently being driven or the current vehicle speed to a lower limit speed that is a target of passage support by decelerating by accelerator off, If the specified time is the time necessary to adjust the speed to the lower limit speed that is the target of passing assistance by decelerating by the accelerator off from the speed limit or the current vehicle speed of the currently running road, You can get the maximum effect.

  Further, the specified distance is a distance necessary to adjust the speed to the speed limit of the road that is currently running by accelerating at a predetermined acceleration from the lower limit speed or the current vehicle speed that is an object of passing assistance, If the specified time is the time required to adjust to the speed limit of the road that is currently running by accelerating at the specified acceleration from the lower limit speed or current vehicle speed that is the target of passing assistance, passing assistance You can get the maximum effect.

  According to the present invention, the driver of the following vehicle feels uncomfortable when the preceding vehicle seems to be decelerating even though the lamp color of the latest traffic light is a color that can travel through the intersection. Can be reduced.

  According to the present invention, signal information of a plurality of traffic lights installed at a plurality of intersections located in a straight direction of the vehicle is received, and a passing speed range that can pass through the intersections in a non-stop manner according to the color of the traffic lights is calculated. In the vehicle driving assistance device that performs driving assistance, among the received signal information of each traffic light installed at a plurality of intersections, the signal information of a plurality of traffic lights located within a specified distance from the position of the own vehicle or the nearest intersection, Since the driving support information is calculated using any one of the signal information of a plurality of traffic lights that can be reached within a specified time from the position of the own vehicle or the nearest intersection, the narrowing of the passing speed range is prevented. can do. As a result, the influence on the following vehicle is reduced, and the deterioration of the traffic flow can be prevented.

  In addition, appropriate driving assistance can be performed both in the city center and in suburban roads.

1 is a schematic configuration diagram of a vehicle driving support system in which infrastructure related to a road on which a vehicle on which a vehicle driving support device according to this embodiment is mounted is maintained. It is a block diagram which shows the structure of the driving assistance device for vehicles which concerns on this embodiment mounted in the vehicle. It is a flowchart with which operation | movement description of the driving assistance device for vehicles which concerns on this embodiment is provided. It is explanatory drawing which shows the structural example of the signal information obtained by road-to-vehicle communication. It is a schematic diagram used for description of how to determine the number of support target signals. It is a driving | running | working simulation model figure for distance calculation required in order to decelerate and stop including an accelerator off operation. It is a driving | running | working simulation model figure for distance calculation required in order to decelerate by the accelerator off operation from the present speed, and to adjust to the lower limit speed | rate used as the object of passage assistance. It is a driving | running | working simulation model figure for distance calculation required in order to accelerate from current speed to a limit speed and to adjust speed. It is a driving | running | working simulation model figure for time calculation required in order to decelerate and stop by an accelerator-off operation. It is a driving | running | working simulation model figure for time calculation required to decelerate by accelerator off operation from the present speed, and to adjust to the lower limit speed | rate used as the object of passage assistance. It is a driving | running | working simulation model figure for time calculation required in order to accelerate from current speed to speed limit and to adjust speed. It is explanatory drawing with which it uses for the calculation example of the passage speed range within a green signal. FIG. 13 is an explanatory diagram provided for a calculation example of a passing speed range in a green signal when the speed limit is different from the example in FIG. 12. It is explanatory drawing which shows the example of a driving | operation assistance display at the time of passing through several continuous traffic lights with a green light. It is explanatory drawing of the example of a display of an accelerator off recommendation. It is explanatory drawing of the comparative example for demonstrating a subject.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle driving support system 16 in which infrastructure relating to a road 14 on which a vehicle (also referred to as a host vehicle) 12 on which a vehicle driving support device 10 according to this embodiment is mounted is provided. ing.

  This vehicle driving support system 16 is also referred to as a plurality of intersections Ba to Bd {representatively intersections B on the road 14 on which the vehicle 12 travels in the straight direction of the vehicle 12. Also referred to as point B (Ba to Bd). }, Each signal controller 22a to 22d (typically referred to as signal controller 22) for controlling each signal apparatus 20a to 20d (typically referred to as signal apparatus 20) installed at the distance Xa from each intersection B, Controls the optical beacon transceiver 24 installed on the roadside of the upstream point A (installation point A, optical beacon reception point A, reception point A, or simply point A) separated by Xb, Xc, and Xd [m]. An optical beacon transmission / reception controller 26 and an information relay determination device 28 connected between the signal controller 22 and the optical beacon transmission / reception controller 26 are configured. The information relay determination device 28 may be connected to a traffic control center or the like (not shown).

  In this embodiment, each traffic light 20 includes a blue light 21b (including a green light) through which the vehicle 12 can pass through the intersections Ba to Bd, and stop positions (stop lines) Ca to Cd at the intersection B. When the vehicle 12 stops (typically referred to as a stop position C) or cannot be stopped safely at the stop position C, a yellow light 21y (including an amber light, an orange light, etc.) that prompts passage is used. And a red lamp 21r that prohibits the vehicle from proceeding downstream (traveling direction) from the stop position C of the intersection B.

  The traffic light 20 in which the blue light 21b is lit is referred to as a blue signal, the traffic light 20 in which the yellow light 21y is lit is referred to as a yellow signal, and the traffic light 20 in which the red light 21r is lit is referred to as a red signal.

  The signal controller 22 manages and controls the transition of the lamp color of each traffic signal 20 and the remaining number of seconds of each lamp color based on the signal information 70 (see FIG. 4 described later) determined at that time. 20 is driven.

  Note that the remaining number of seconds for each lamp color is equal to the scheduled number of seconds (the number of remaining seconds before starting lighting) when not lighting, and once lighting starts, the number of seconds decreases from the scheduled number of times, and lighting ends. Then, the value becomes zero, and when the lighting is started again, a value that decreases every moment from the predetermined number of seconds is taken.

  In this embodiment, the lighting of the lamp color includes the first lamp color (current lamp color), the second lamp color (next lamp color), the third lamp color (next lamp color), and the first lamp color. , The second light color, the third light color,... Also, in this embodiment, when each lamp color starts lighting, the remaining number of seconds decreases from the scheduled number of seconds (timed down), and when the remaining number of seconds becomes zero, the next lamp color is lit. ing.

  The signal information 70 is updated at an extremely short time compared to the scheduled number of seconds in order to measure the exact number of remaining seconds.

  The information relay determination device 28 receives the signal information 70 from the signal controller 22 and sends the signal information 70 to the optical beacon transmission / reception controller 26.

  The optical beacon transmitter / receiver 24 is driven by the optical beacon transmitter / receiver controller 26, and the driven optical beacon transmitter / receiver 24 is in response to the vehicle 12 passing (running) at the point A that is the upstream point of the intersection B. The signal information 70 is transmitted by the optical signal L.

  FIG. 2 shows the configuration of the vehicle driving support apparatus 10 according to this embodiment mounted on the vehicle 12.

  The vehicle driving support apparatus 10 includes a driving support ECU 50 (Electronic Control Unit), and the driving support ECU 50 is provided with an optical beacon transceiver 52, a navigation device 54, and a vehicle speed (vehicle speed) sensor. 56 etc. are connected, and driving assistance ECU50 processes the signal from these connection apparatuses, and outputs a process result to the display parts 60, such as a color display, and the sound output parts 59, such as a speaker.

  The driving support ECU 50 is a computer including a microcomputer, and includes a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), an A / D converter, and a D / A conversion. Input / output device such as a timer, a timer as a time measuring unit, etc., and the CPU reads and executes a program recorded in the ROM so that various function realizing units (function realizing means) such as a control unit and an arithmetic unit And function as a processing unit or the like.

  Specifically, in this embodiment, as shown in FIG. 2, the driving assistance ECU 50 includes a remaining distance calculation unit 61, an acceleration calculation unit 62, a passing speed range calculation unit 63, a passability determination unit 64, and a stop distance calculation unit 65. , A distance comparison unit 66, a deceleration recommendation unit 67, a specified range confirmation unit 68, and a display control unit 69 that controls the sound output from the sound output unit 59 and the display output on the display unit 60.

  Next, the operation of the vehicle driving support apparatus 10 basically configured as described above will be described in detail based on the flowchart shown in FIG. The execution subject of the program according to the flowchart is a driving support ECU 50 that functions as a driving support unit.

  In step S1, when the vehicle 12 traveling on the road 14 passes the installation point A of the optical beacon transmitter / receiver 24, the vehicle 12 on the road 14 from the optical beacon transmitter / receiver 24, which is an external roadside device, at the point A. Signal information 70 of a plurality of traffic signals 20 installed at a point B downstream in the straight traveling direction is received as an optical signal L by the optical beacon transceiver 52 of the vehicle 12 (step S1: YES), and through the optical beacon transceiver 52 It is output to the driving support ECU 50 and acquired by the driving support ECU 50 (acquisition of signal information).

  In addition, the determination of step S1 is repeated negative determination (step S1: NO) until reception of the signal information 70 by road-to-vehicle communication becomes affirmative (step S1: YES).

  FIG. 4 shows an example of information obtained by road-to-vehicle communication in step S1, and shows a configuration example of signal information 70 that is input to the driving support ECU 50 and temporarily stored in a memory (not shown). The signal information 70 includes signal color transitions {first lamp color (currently lit lamp color: also referred to as current lamp color), second lamp color (next To the next lamp color :), the third lamp color (the next lamp color to be turned on: also called the next lamp color)}, and each lamp color (color), Each remaining number of seconds of the first, second and third lamp colors is included.

  In this embodiment, the signal information 70 includes distances Xa to Xd from the upstream point A to each stop position C of each intersection B where each traffic light 20 is installed as road information. The distances Xa to Xd may be calculated by the driving assistance ECU 50 obtaining current location information and map information from the navigation device 54.

  Further, the driving support ECU 50 acquires the legal maximum speed (hereinafter referred to as a speed limit) Vlimit of the road 14 as the signal information 70. The speed limit Vlimit can also be obtained from the navigation device 54 or the like.

  Note that the remaining number of seconds of the first lamp color, which is the current lamp color, is usually less than the scheduled number of seconds. That is, since the first lamp color starts to be turned on before the vehicle 12 passes through the point A, and only when the first lamp color starts to turn on when the vehicle 12 passes through the point A, This is because the remaining number of seconds = scheduled number of seconds.

  Next, when the signal information 70 is acquired and at every very short predetermined time (processing cycle), the remaining distance calculation unit 61 calculates the elapsed time from the reception time of the signal information 70 and the reception point A in step S2. The remaining distance X for each lamp color and each remaining distance X to each stop position C (remaining distance: X = Xa−travel distance, Xb−travel distance, Xc−travel distance, Xd−travel distance) ).

  Here, the travel distance can be calculated by multiplying the speed (vehicle speed, vehicle speed) v of the vehicle 12 acquired from the vehicle speed sensor 56 with the elapsed time. The travel distance may be calculated using the navigation device 54.

  In step S2, a reference position in a range of a specified distance Xref described later is set or updated at the same time.

  Next, in step S <b> 3, the driving support ECU 50 determines the number of traffic signals 20 to be subjected to driving support (passing support, stop support) for the vehicle 12 that intends to support the passing of the traffic light 20. More specifically, in step S3, the specified range confirmation unit (also referred to as a specified range setting unit, a specified range determination unit, or a specified range determination unit) 68, as shown in FIG. In the straight traveling direction Gsd indicated by the arrow 12, the i (i = 1, 2, 3...) -Th traffic light 20 has the stop position C of the latest traffic light 20 (initially the stop position Ca of the traffic light 20 a) as a reference position. Then, it is determined whether or not it is within a specified distance Xref from this reference position (whether or not it is installed).

  In the example of FIG. 5, the traffic lights 20a to 20c located within the range of the specified distance Xref from the stop position Ca (reference position) of the nearest intersection Ba are determined as the driving assistance target traffic lights 20. In this case, when the vehicle 12 passes the intersection Ba where the traffic light 20a is installed or after this time, the driving assistance ECU 50 stops the stop position Cb (intersection) of the traffic light 20b that has become the latest traffic light 20 in the straight traveling direction Gsd. The reference position is changed to Bb), and the traffic light 20 within the specified distance Xref from the reference position is updated to the traffic light 20 that is a driving assistance target (step S2).

  The method for determining the number of traffic signals (support target traffic signals) 20 to be a driving support target is that the stop position C of the traffic signal 20 closest to the vehicle 12 is the reference position and the number of the traffic signals 20 within the specified distance Xref from the stop position C. In addition to the concept (referred to as the first concept), the current position (vehicle position) of the vehicle 12 is used as the reference position and the number of traffic lights 20 within the specified distance Xref from the current position (referred to as the second concept). ), An idea of determining the number of traffic signals 20 that can pass within the specified time Tref from the scheduled passage time using the scheduled passage time of the stop position C of the traffic light 20 nearest to the vehicle 12 as a reference time (referred to as a third concept), the vehicle 12. The concept of determining the number of traffic lights 20 that can pass within the specified time Tref from the current time with the current time of the current position (vehicle position) as a reference time (referred to as the fourth concept) It may be determined by any of the thinking of).

  Here, various examples of how to determine the specific specified distance Xref will be described.

  (1-1) The specified distance Xref may be set to a distance (stop distance Xstop) necessary to decelerate and stop by the accelerator off operation from the current speed v or the limit speed Vlimit.

  FIG. 6 shows a travel simulation model (travel model) 82 (deceleration characteristic) for calculating a stop distance Xstop due to deceleration.

In this driving simulation model 82, the driver reaction time is α [sec], the deceleration by the accelerator off (idle state where the accelerator pedal is returned to the original position by the return spring) is a [m / sec ² ], and by the foot brake. The deceleration is b [m / sec ² ] (| a | <| b |), the current speed is v [m / sec], and the deceleration target speed for starting the foot brake operation is v ′ [m / sec].

Therefore, the stop distance Xstop at the current position (0) traveling at the current speed v is a reaction delay based on the driver reaction time α from the position {current position (0)} that the driver has determined to stop safely. The braking distance (v ′ ² −v ² ) / 2a based on the linear acceleration caused by the idle running distance vα, the deceleration a when the accelerator is off, and the linear acceleration caused by the deceleration b on the foot brake. It is calculated by the following equation (1) as the sum of the braking distance (−v ′ ² ) / 2b based.
Xstop = vα + {(v ′ ² −v ² ) / 2a} + {(− v ′ ² ) / 2b}
= Vα + [{(b−a) v ′ ² −bv ² } / 2ab] (1)

  As is well known, the deceleration a by the accelerator off and the deceleration b by the foot brake vary depending on the vehicle environmental conditions such as the road surface condition, the tire condition, and the load amount of the load. Predetermined values corresponding to the states are preferably used, and those states may be detected, and suitable predetermined values may be selected from characteristics, maps, and the like stored in a storage unit (memory) or the like.

  In the travel simulation model 82, the current speed v may be a limit speed Vlimit of 60 [km / h] which is the maximum speed on a general road. In this case, the travel simulation model 82 is the stop distance Xstop required to stop by decelerating from the speed limit Vlimit by the accelerator off.

  Therefore, the specified distance Xref shown in FIG. 5 is determined as the stop distance Xstop shown in FIG.

  In this case, the prescribed distance Xref is set as a fixed distance (fixed value) required to stop the accelerator 12 from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12, and the memory (stored in the driving support ECU 50). It may be stored in the device.

(1-2) Further, the specified distance Xref, as shown in the travel simulation model (travel model) 83 (deceleration characteristics) in FIG. 7, is decelerated by the accelerator-off operation from the current speed v or the limit speed Vlimit, and passes through. May be set to the distance Xpass1 calculated by the following equation (2), which is necessary to adjust to the lower limit speed Vpass that is the target of the above. Note that the lower limit speed Vpass, which is a target of passing assistance, is a succeeding vehicle due to the speed v of the host vehicle 12 being too low in passing assistance under the color of a light that allows the traffic light 20 to travel through the intersection B. It is a speed to reduce the influence on.
Xpass1 = vα + {(Vpass ² −v ² ) / 2a} (2)

  Even in this case, the specified distance Xref is a fixed distance (which is necessary for adjusting from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12 to the lower limit speed Vpass that is the target of passage support by turning off the accelerator. It may be stored in a memory (storage device) in the driving support ECU 50 as a fixed value).

(1-3) Further, the specified distance Xref is accelerated from the current speed v with the acceleration a ′ and adjusted to the speed limit Vlimit, as shown in a travel simulation model (travel model) 84 (acceleration characteristics) in FIG. It may be set to the distance Xpass2 calculated by the following equation (3) necessary for the above.
Xpass2 = vα + {(Vlimit ² −v ² ) / 2a ′} (3)

  In this case as well, the specified distance Xref is a fixed distance required to adjust the speed by accelerating from the lower limit speed Vpass, which is the object of passage support, to the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12. You may memorize | store in the memory (memory | storage device) in driving assistance ECU50 as (fixed value).

  Next, examples of how to determine specific specific time Tref will be described.

  (2-1) The specified time Tref may be set to a time (stop time Tstop) necessary to decelerate and stop by the accelerator off operation from the current speed v or the limit speed Vlimit.

  FIG. 9 shows a travel simulation model (travel model) 82t (deceleration characteristics) for calculating the stop time Tstop due to deceleration.

In this running simulation model 82t, the driver reaction time is α [sec], the deceleration due to the accelerator off (idle state where the accelerator pedal is returned to the original position by the return spring) is a [m / sec ² ], and the deceleration by the foot brake. The speed is b [m / sec ² ] (| a | <| b |), the current speed is v [m / sec], and the deceleration target speed for starting the foot brake operation is v ′ [m / sec].

Therefore, the stop time Tstop at the current position (0) traveling at the current speed v is a response delay based on the driver reaction time α from the time {current time (0)} at which the driver determines to stop safely. Caused idling time (symbol is α), braking time {− (v−v ′) / a} based on the linear acceleration with constant acceleration a when the accelerator is off, and decrease with foot brake It is calculated by the following equation (4) as the sum of braking time (−v ′) / b based on the constant acceleration linear motion at the speed b.
Tstop = α + {− (v−v ′) / a} + (− v ′) / b (4)

  In the travel simulation model 82t, the current speed v may be a limit speed Vlimit of 60 [km / h], which is the maximum speed on a general road. In this case, the travel simulation model 82t is the stop time Tstop required to stop by decelerating from the speed limit Vlimit by the accelerator off.

  The specified time Tref is stored in a memory (storage device) in the driving support ECU 50 as a fixed time (fixed value) necessary for the accelerator 12 to be stopped after stopping from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12. You may remember it.

(2-2) Further, as shown in the travel simulation model (travel model) 83t (deceleration characteristics) in FIG. 10, the specified time Tref is decelerated by the accelerator-off operation from the current speed v or the limit speed Vlimit, and passes through. It may be set to the time Tpass1 calculated by the following equation (5), which is necessary for adjusting to the lower limit speed Vpass that is the target of the above.
Tpass1 = α + {(Vpass−v) / a} (5)

  Even in this case, the specified time Tref is a fixed time (ie, a fixed time required for adjusting from the speed limit Vlimit = 60 [km / h] on the general road of the vehicle 12 to the lower limit speed Vpass that is the target of passage support by turning off the accelerator. It may be stored in a memory (storage device) in the driving support ECU 50 as a fixed value).

(2-3) Furthermore, the specified time Tref is a target for passing assistance by accelerating at the acceleration a ′ from the current speed v as shown in the travel simulation model (travel model) 84t (acceleration characteristics) in FIG. You may set to time Tpass2 calculated by following (6) Formula required for speed adjustment to the speed limit Vlimit of a road.
Tpass2 = α + {(Vlimit−v) / a ′} (6)

  Even in this case, the specified time Tref is a fixed time (fixed value) required for acceleration from the lower limit speed Vpass to the speed limit Vlimit = 60 [km / h] of the general road that is the target of passage support. ) May be stored in a memory (storage device) in the driving support ECU 50.

  Regarding the setting of the specified distance Xref described in (1-1) to (1-3) and the specified time Tref described in (2-1) to (2-3), between the intersections B adjacent in the straight direction Gsd Is less than the above-mentioned prescribed distance Xref, or when the estimated traveling time between adjacent intersections B is less than the prescribed time Tref, it is impossible to travel in the assumed traveling simulation models 82 to 84 and 82t to 84t. , You can not get the maximum effect of driving assistance. That is, when the intersection distance is shorter than the specified distance Xref or the specified time Tref, the maximum effect cannot be achieved unless driving support (passage support and stop support) is started from the traffic light 20 in front. I understand.

  Returning to the flowchart of FIG. 3, in this embodiment, the first concept (the stop position C of the traffic light 20 closest to the vehicle 12 is used as a reference position and the traffic light 20 within the specified distance Xref from the stop position C is the so-called best mode. The number of traffic signals 20 to be supported is determined according to the condition for determining the number of traffic lights 20.

  Therefore, in step S3, the i (initially i = 1) -th traffic light 20a (see FIGS. 1 and 5) is first determined as the traffic signal 20 to be supported (step S3: YES).

  Next, in step S4, the passing speed range calculation unit 63 calculates a passing speed range Vrange for the i (initially i = 1) -th traffic light 20 (20a) based on the current position and the current time of the vehicle 12. To do. In this case, the speed range (passing) that can pass the next intersection B (Ba) during the scheduled time (scheduled number of seconds) during which the blue lamp 21b of the next (most recent) traffic light 20 is lit, that is, with a green light. (Speed range, passable speed range) Vrange is calculated.

For example, as shown in FIG. 12, the passing speed range Vrange is calculated. In this case, the time from the current time (0) at the current position (0) of the traveling vehicle 12 to the end of the current red signal of the i-th traffic light 20 is defined as T1 (number of remaining seconds). The time until the next green signal ends (the time until the next yellow signal starts) is T2 {T1 + (scheduled number of green signals)}. Then, the upper limit speed V1 indicated by the solid line in the passing speed range Vrange is calculated by the following equation (7) obtained by dividing the remaining distance X to the stop position C (intersection position) of the intersection B by the time T1, Similarly, it is understood that the lower limit speed V2 indicated by the solid line is calculated by the following equation (8) obtained by dividing the remaining distance X of the intersection B to the stop position C (intersection position) by the time T2.
V1 = X / T1 (7)
V2 = X / T2 (8)

  In FIG. 12, the speed limit Vlimit and the lower limit speed Vpass are indicated by broken lines. Time T3 indicates the time when the next yellow signal ends (the time when the next red signal starts).

  Next, in step S5, the passage permission determination unit 64 determines whether or not there is a passage speed range Vrange for the i (initially i = 1) -th traffic light 20, and thus the lower limit that can be passed with a blue signal. It is determined whether or not the condition that the speed V2 is equal to or lower than the speed limit Vlimit and the upper limit speed V1 that can be passed by the green signal is equal to or higher than the lower limit speed Vpass for passing assistance is determined.

  If the determination in step S5 is affirmative (step S5: YES), in step S6, a passing speed range Vrangel for the i (initially i = 1) -th traffic light 20 is calculated.

  In this step S6, in the case of FIG. 12, the passing speed range Vrange that can pass through the traffic light 20 at the intersection B within the limit speed Vlimit is equal to the passing speed range Vrange (Vrange = Vrange). .

  In step S6, as shown in the example of FIG. 13, when the speed limit Vlimit exists between the upper speed limit V1 and the lower speed limit V2, the lower speed limit V2 and the speed limit that can pass through the traffic light 20 at the intersection B with a blue signal. The speed range between Vlimit is calculated as the passing speed range Vrangel.

  After calculating the passing speed range Vrangel in step S6, in step S3 again, the specified range confirmation unit 68 determines that the i = 2nd traffic light 20b is the latest traffic light 20a in the straight traveling direction Gsd of the vehicle 12 traveling on the road 14. It is determined whether it is within the specified distance Xref from the stop position Ca.

  When the determination in step S3 is affirmative (step S3: YES), in step S4, a passing speed range Vrange for the i = 2nd traffic light 20b is calculated.

  Furthermore, in step S5, the pass / fail determination unit 64 determines whether or not the passing speed range Vrange for the i = 2nd traffic light 20b exists, so that the lower limit speed V2 that can be passed by the blue signal is the limit speed Vlimit. In the following, it is determined whether or not the condition that the upper limit speed V1 that can be passed by the green light is equal to or higher than the lower limit speed Vpass for passing assistance is satisfied.

  If the determination in step S5 is affirmative (step S5: YES), in step S6, a passing speed range Vrange for the i = 2nd traffic light 20b is calculated. Then, again in step S3, the specified range confirmation unit 68 determines that the i = 3rd traffic light 20c from the stop position Ca of the latest traffic light 20a is within the specified distance Xref in the straight traveling direction Gsd of the vehicle 12 traveling on the road 14. It is determined whether it is within the range.

  When the determination in step S3 is affirmative (step S3: YES), in step S4, a passing speed range Vrange for i = third traffic light 20c is calculated.

  Further, in step S5, the pass / fail determination unit 64 determines whether or not the pass speed range Vrange for the i = third traffic light 20c exists, so that the lower limit speed V2 that can be passed by the blue signal is the limit speed Vlimit. In the following, it is determined whether or not the condition that the upper limit speed V1 that can be passed by the green light is equal to or higher than the lower limit speed Vpass for passing assistance is satisfied.

  If the determination in step S5 is affirmative (step S5: YES), in step S6, a passing speed range Vrange for the i = third traffic light 20c is calculated. Then, again in step S3, the specified range confirmation unit 68 determines that the i = 4th traffic light 20d is within the specified distance Xref from the stop position Ca of the latest traffic light 20a in the straight traveling direction Gsd of the vehicle 12 traveling on the road 14. It is determined whether it is within the range.

  Referring to FIG. 5, the current position determination for the traffic light 20d in step S3 is negative (step S3: NO).

  At this time, in step S7, the passing speed range calculation unit 63 and the display control unit 69 merge the passing speed range Vrange calculated in step S5 with the traffic lights 20a to 20c that can pass through the blue signal (and take AND). For example, as shown in FIG. 14, a passing speed range VRb corresponding to a passing speed range Vrange that can pass through the intersections Ba, Bb, and Bc in a non-stop manner according to the color of the traffic light 20 (blue light 21b) is displayed.

  In FIG. 14, a speedometer 76 having an arc-shaped speed scale 72 and a pointer 74 (indicator) is displayed on the display unit 60, and a red signal is displayed around the arc-shaped speedometer 76 in association with the speedometer 76. Is completed and the speed V1min {the minimum value of the merged upper limit speed V1 (minimum speed, minimum speed)} for passing through the intersections Ba to Bc (stop positions Ca to Cc) at the timing when the green signal starts is set to the maximum passing speed (maximum Speed V2max {maximum value of merged lower limit speed V2 (maximum speed, maximum speed) for passing through intersections Ba to Bc (stop positions Ca to Cc) at the timing when the blue signal ends and the yellow signal starts. }, The passing speed range VRb having the minimum passing speed (minimum passing speed) is displayed in a blue color.

  In the display of the example in FIG. 14, the pointer 74 of the speedometer 76 indicating the current vehicle speed v indicates a speed exceeding the passing speed range VRb, so that the driver makes the pointer 74 fall within the blue passing speed range VRb. When the accelerator opening is reduced and the pointer 74 is made lower than the upper limit speed V1min, all of the intersections Ba to Bc where the traffic lights 20a to 20c are installed can pass under a so-called green signal. In this case, it is possible to notify that the possibility that the traffic lights 20a to 20c can be passed with a blue signal is high by reducing the current speed v so as to fall within the passing speed range VRb by sound through the sound output unit 59.

  In FIG. 14, a so-called multi-information display 80 capable of displaying fuel consumption and the like on the display unit at the center of the display unit 60 has a speed limit Vlimit (actually, for example, 60 [km / h]). The display 80a is displayed. After the passing speed range display process in step S7, the process returns to step S2.

  On the other hand, if the determination in step S5 is negative (step S5: NO), that is, if the lower limit speed V2 at which the passage possibility determination unit 64 can pass with a green signal exceeds the limit speed Vlimit (V2> Vlimit). When the upper limit speed V1 that can be passed by the blue signal is lower than the lower limit speed Vpass for passing assistance (V1 <Vpass), the passability determination unit 64 determines that the traffic light 20 at the intersection B It is determined that it is impossible (passage impossible) to pass under the green light.

  In this case, the stop distance calculating unit 65 stops the stop distance Xstop necessary for the stop by the deceleration that can be safely stopped at the stop position C of the intersection B described with reference to the travel simulation model 82 of FIG. Is calculated.

  Next, in step S9, the distance comparison unit 66 determines that the remaining distance X from the current position calculated in step S2 to the stop position C of the relevant intersection B is shorter than the stop distance Xstop calculated in step S8 (X ≦ Xstop).

  When the remaining distance X to the stop position C of the intersection B is longer than the stop distance Xstop (step S9: NO), the processes after step S2 are repeated (step S2 → step S3: YES → step S4 → step S5: NO-> step S8-> step S9).

  If the determination in step S9 (X ≦ Xstop) becomes affirmative (step S9: YES), in step S10, the deceleration recommendation unit 67 performs accelerator-off recommendation processing that prompts the driver to perform an accelerator-off operation. Do.

  In this case, in the accelerator-off recommendation process, as shown in FIG. 15, a display 80 b of “Acceleration-off recommendation (Acceleration OFF recommendation)” is displayed on the multi-information display 80 of the display unit 60. At the same time, the sound output unit 59 may output a voice prompting that the accelerator is turned off, such as “Recommend accelerator off”. Thereafter, the process returns to step S2.

[Summary of Embodiment]
As described above, the vehicle driving support apparatus 10 according to this embodiment mounted on the vehicle 12 includes the traffic lights 20a to 20d installed at the plurality of intersections Ba to Bd positioned in the straight traveling direction of the vehicle 12, respectively. An optical beacon transmitter / receiver 52 as a receiving unit that receives signal information 70 including the transition of the lamp color and the lighting time of each lamp color from the optical beacon transmitter / receiver 24 outside the vehicle, and a plurality of intersections from the position of the host vehicle 12 Based on the signal information 70 and each remaining distance X, the remaining distance calculation unit 61 that calculates each remaining distance X indicating the distance from Ba to Bd, and supports the passage or stop of the plurality of intersections Ba to Bd. A driving support ECU 50 as a driving support unit that outputs driving support information, and the driving support ECU 50 receives the plurality of intersections Ba to Bd received by the optical beacon transceiver 52. Among the signal information 70 of each of the installed traffic lights 20a to 20d, the position {current position (0)} of the host vehicle 12 or the stop position Ca of the nearest intersection Ba is set as a reference position and within a specified distance Xref from this reference position. The signal information 70 of the plurality of traffic lights 20a to 20c and the position {current position (0)} of the own vehicle 12 or the predicted passing time of the stop position Ca of the nearest intersection Ba is defined as a reference time and defined from this reference time. The driving support information is calculated using any of the signal information 70 of the plurality of traffic lights 20 that can reach within the time Tref.

  According to this embodiment, the position {current position (0)} of the own vehicle 12 or the nearest intersection among the signal information 70 of each traffic light 20 installed at a plurality of intersections B located in the straight traveling direction of the own vehicle 12. Signal information 70 of a plurality of traffic lights Ba to Bc located within a specified distance Xref from the stop position Ca of Ba, and the passing of the stop position Ca of the position of the host vehicle 12 {current position (0)} or the nearest intersection Ba Since the driving support information is calculated using any one of the signal information 70 of the plurality of traffic lights B that can reach the specified time Tref from the predicted time, it is possible to prevent the passing speed range Vrange from becoming narrow. Moreover, since the speed range of the own vehicle 12 is not narrowed, it is possible to prevent the traffic flow from deteriorating by reducing the influence on the following vehicle.

  The specified distance Xref is a distance (stop distance Xstop) necessary to stop the accelerator from the speed limit Vlimit of the currently running road 14 or the current vehicle speed v (stop distance Xstop). If it is the time required to stop after the accelerator is turned off from the speed limit Vlimit of the running road 14 or the current vehicle speed v (stop time Tstop), the effect of the stop support can be maximized. .

  Further, the specified distance Xref is necessary for accelerating at a predetermined acceleration a ′ from the lower limit speed Vpass or the current vehicle speed v, which is an object of passing assistance, and adjusting the speed to the speed limit Vlimit of the currently traveling road 14. It is assumed that the distance Xpass2 is long, and the specified time Tref is accelerated at a predetermined acceleration a ′ from the lower limit speed Vpass or the current vehicle speed v, which is an object of passage support, to the speed limit Vlimit of the currently traveling road If it is time Tpass2 required for adjustment, the effect of passage support can be maximized.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Vehicle driving assistance device 12 ... Vehicle 20 ... Traffic light 24, 52 ... Optical beacon transceiver 50 ... Driving assistance ECU 60 ... Display part 61 ... Remaining distance calculation part 62 ... Acceleration calculation part 63 ... Passing speed range calculation part 64 ... Passability determination unit 65 ... stop distance calculation unit 66 ... distance comparison unit 67 ... deceleration recommendation unit 68 ... prescribed range confirmation unit 70 ... signal information 80 ... multi-information display A ... upstream point (light beacon reception point)
B ... Intersection

Claims (4)

In a vehicle driving support device mounted on a vehicle,
A receiver that receives signal information including the transition of the light color of each traffic light installed at each of a plurality of intersections located in a straight direction of the vehicle, and the lighting time of each of the light colors;
A remaining distance calculating unit that calculates each remaining distance indicating a distance from the position of the host vehicle to each of the plurality of intersections;
A driving support unit that outputs driving support information that supports the passage or stop of the plurality of intersections based on the signal information and each remaining distance; and
The driving support unit
Signal information of a plurality of traffic lights located within a specified distance from the position of the own vehicle or the nearest intersection among the signal information of the traffic lights installed at the intersections received by the receiving unit, and the own vehicle The driving support information is calculated using any one of the signal information of a plurality of traffic lights that can be reached within a specified time from the position of or the nearest intersection ,
The prescribed distance or the predetermined time has passed or the vehicle driving support device, characterized in that that will be set based on the stop of the running model. The vehicle driving support device according to claim 1,
The specified distance is a distance necessary to stop the accelerator off and stop from the speed limit of the road that is currently running or the current vehicle speed,
The vehicle driving support device according to claim 1, wherein the specified time is a time required to stop after the accelerator is turned off from a speed limit of a road that is currently running or a current vehicle speed. The vehicle driving support device according to claim 1,
The specified distance is a distance necessary to adjust the speed from the speed limit of the currently running road or the current vehicle speed to a lower limit speed that is a target of passage support by decelerating by accelerator off,
The specified time is a time required for speed adjustment from the speed limit of the currently running road or the current vehicle speed to a lower limit speed that is a target of passage support by decelerating by accelerator-off. Vehicle driving support device. The vehicle driving support device according to claim 1,
The specified distance is a distance necessary for speed adjustment to the speed limit of the road that is currently running by accelerating at a predetermined acceleration from the lower limit speed or the current vehicle speed that is a target of passage support,
The specified time is a time required to accelerate from a lower limit speed or current vehicle speed, which is a target of passage support, to a limited speed of a road that is currently running by accelerating at a predetermined acceleration. Vehicle driving support device.

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