JP5614079B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device that supports a driving operation of a driver who drives a vehicle.

  There is a driving support device that supports the driving operation of the vehicle by the driver by notifying the driver of the vehicle of information on the traveling environment of the vehicle, for example, the state of traffic lights and road conditions. As one of the driving assistances performed by such a driving assistance device, driving assistance that supports stopping of a vehicle based on information on a specific object such as a traffic light is known.

  By the way, if such driving assistance for assisting the stop of the vehicle is not appropriately provided according to the constantly changing traveling environment, such assistance may be annoying to the driver. Thus, various techniques for providing appropriate driving assistance have been proposed. For example, in the driving support apparatus described in Patent Document 1, an image recognition process is performed on an image captured by a CCD camera connected to the apparatus, and first, a specific object indicating that the host vehicle should be stopped (the preceding vehicle emits light). Brake lights, traffic lights with red lights, road signs indicating stoppage, etc.) are extracted. Only when a plurality of specific objects are extracted, driving support for supporting the stop of the vehicle is performed. In this way, by limiting the conditions for driving support to a case where a plurality of specific objects are extracted, it is possible to perform appropriate driving with fewer errors than when only one specific object is extracted. You will be able to provide assistance.

JP 2005-170154 A

  According to the driving support device described in Patent Literature 1, it is possible to reduce the possibility that driving support is erroneously performed. However, on the other hand, the driving assistance performed by the apparatus described in Patent Document 1 may not always be appropriate. For example, when driving assistance that supports stopping of the vehicle is performed based on the extraction result with the traffic lights showing a plurality of red signals as specific objects, the other traffic lights in front of the traffic lights are green. Then, the driver feels that the driving support has been performed on the traffic light in front and feels uncomfortable with the driving support. As described above, when driving assistance is performed in accordance with a complicated driving environment, driving assistance in accordance with the intention of the driver is not always performed, and there is still room for improvement in practical use.

  The present invention has been made in view of such circumstances, and the purpose of the present invention is to drive without giving a driver a sense of incongruity even when there are a plurality of objects that can be the target of driving support in the traveling environment of the vehicle. An object of the present invention is to provide a driving support device capable of providing support.

Hereinafter, means for solving the above-described problems and the effects thereof will be described .

The invention according to claim 1 is a driving support device that supports a driving operation of a driver who drives a vehicle according to a state of a predetermined object in a traveling environment of the vehicle, and the vehicle receives infrastructure information. An infrastructure communication device for receiving, a GPS for detecting the position of the vehicle, a camera or a radar, and the support is a deceleration support for decelerating the vehicle, and the predetermined target object to be supported It is determined that there is a second traffic light between the first traffic light and the vehicle, and that the first traffic light has issued a stop signal when the vehicle reaches an intersection provided with the first traffic light. is, when said second traffic is emitting progression permission signal, which delay the deceleration support start timing of the vehicle than when the same second traffic does not exist, the second traffic light exists child Is determined based on road ancillary information included in the road map information acquired from a database storing road map information, and when the vehicle reaches the intersection provided with the first traffic signal, the first traffic signal Is issuing a stop signal based on the infrastructure information received by the infrastructure communication device and the position of the vehicle detected by the GPS, and the second traffic light is issuing a progress permission signal. The gist is to judge this based on the recognition by the camera or the behavior of the preceding vehicle detected by the radar .

  According to such a configuration, the deceleration support start timing that is the driving support support mode is delayed from the time when the second traffic light does not exist. As a result, driving support in a period during which there is a high possibility of causing the driver to feel that driving assistance to the first traffic light is driving assistance to the second traffic light is suppressed, and the traffic signal subject to driving assistance is misunderstood by the driver. The risk of causing or getting lost is reduced.

The invention according to claim 2 is a driving support device that supports a driving operation of a driver driving a vehicle according to a state of a predetermined object in the traveling environment of the vehicle, and the vehicle receives infrastructure information. An infrastructure communication device for receiving, a GPS for detecting the position of the vehicle, a camera or a radar, and the support is a deceleration support for decelerating the vehicle, and the predetermined target object to be supported It is determined that there is a second traffic light between the first traffic light and the vehicle, and that the first traffic light has issued a stop signal when the vehicle reaches an intersection provided with the first traffic light. When the second traffic light is emitting a travel permission signal, the vehicle deceleration support amount is weaker than when the second traffic light is not present , and the second traffic light is present. Road map Judgment is made based on road ancillary information included in the road map information acquired from a database storing information, and when the vehicle reaches an intersection equipped with the first traffic signal, the first traffic signal gives a stop signal. Predicting that it is emitting based on the infrastructure information received by the infrastructure communication device and the position of the vehicle detected by the GPS, and that the second traffic light is issuing a progress permission signal, The gist is to make a determination based on recognition by a camera or behavior of a preceding vehicle detected by the radar .

  According to such a configuration, the deceleration support amount, which is the driving support support mode, is weaker than when there is no second traffic light. As a result, driving support in a period during which there is a high possibility of causing the driver to feel that driving assistance to the first traffic light is driving assistance to the second traffic light is suppressed, and the traffic signal subject to driving assistance is misunderstood by the driver. The risk of causing or getting lost is reduced.

The block diagram which shows the system configuration | structure about 1st Embodiment which actualized the driving assistance device concerning this invention. The top view which shows typically an example of the driving environment where driving assistance is performed by the apparatus of the embodiment. The timing chart which shows an example of the driving assistance mode by the apparatus of the embodiment. The flowchart which shows the process sequence of the driving assistance which the apparatus of the embodiment performs. The flowchart which shows the process sequence of the driving assistance about 2nd Embodiment which actualized the driving assistance apparatus concerning this invention. The top view which shows typically the other example of the driving | running | working environment where the said driving assistance is performed. The top view which shows typically the further another example of the driving | running | working environment where the said driving assistance is performed.

(First embodiment)
Hereinafter, a first embodiment in which a driving support apparatus according to the present invention is embodied will be described with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the driving support apparatus.

  As shown in FIG. 1, a vehicle 10 includes a driving assistance control computer (driving assistance ECU) 11 that performs various controls and the like for assisting a driver (driver) driving the vehicle 10 with the driving operation. Is provided. The driving support ECU 11 is a microcomputer that includes a CPU that executes various arithmetic processes, a ROM that stores various control programs, a RAM that is used as a work area for data storage and program execution, an input / output interface, a memory, and the like. It is configured. In the present embodiment, the driving assistance ECU 11 executes various types of control related to driving assistance, specifies the situation (supporting environment) in which driving assistance should be performed, and adjusts the assistance mode of driving assistance. Determine the level of support. Therefore, the driving support ECU 11 stores in advance various programs for executing driving support, various parameters used for defining the support environment and determining the support level, and the like. The various parameters include values indicating the characteristics and performance of the vehicle 10 used for driving support calculations.

The driving assistance ECU 11 includes a brake control computer (brake ECU) 12 for controlling the brake of the vehicle 10 and an engine control computer (engine ECU) 13 for controlling the engine of the vehicle 10, and a CAN (Control Area).
Each of them is communicably connected via an in-vehicle network such as (Network). A steering control computer (steering ECU) 14 for controlling the steering of the vehicle 10 and the like is also communicably connected via an in-vehicle network such as CAN. Each of the ECUs 12 to 14 is similar to the driving support ECU 11 in that it includes a CPU that executes various arithmetic processes, a ROM that stores various control programs, a RAM that is used as a work area for data storage and program execution, The microcomputer is mainly composed of an output interface, a memory and the like.

  The brake ECU 12 is an ECU that controls the brake device of the vehicle 10, and is connected to various sensors such as the vehicle speed sensor 40 and the brake sensor 43, and based on signals from the various sensors, A braking force is generated in the vehicle 10 through the control. Specifically, the braking device is controlled by calculating the required braking force based on the speed of the vehicle 10 grasped based on the signal from the vehicle speed sensor 40, the brake depression amount signal of the brake sensor 43, and the like. In the present embodiment, the brake ECU 12 performs control for supporting deceleration or stop of the vehicle 10, for example, preliminary braking or assist braking, based on the deceleration assistance signal for driving assistance transmitted from the driving assistance ECU 11. Control etc. are also performed.

  The engine ECU 13 is an ECU that controls the operation of the engine of the vehicle 10 and is connected to an accelerator sensor 44 that detects an accelerator depression amount, a sensor that detects an intake air amount, a throttle valve drive circuit, a fuel injection The drive circuit of various apparatuses, such as a drive circuit of a valve, is connected. And engine ECU13 outputs the command signal of the drive circuit of the said various apparatuses while detecting the driving | running state of the engine etc. which are grasped | ascertained based on the detection signal input from each said sensor. Thus, engine operation control is performed through the engine ECU 13. In the present embodiment, the engine ECU 13 suppresses the control for supporting deceleration or stop of the vehicle 10, for example, the engine speed, based on the deceleration assistance signal for driving assistance transmitted from the driving assistance ECU 11. In addition, control for stopping the fuel supply to the engine (fuel cut) is performed.

  The steering ECU 14 is an ECU that controls the steering of the vehicle 10, and is connected to various sensors such as the gyro sensor 42 and the steering angle sensor 45, and is steered by electric assist control based on signals from the various sensors. Control.

  In addition, a car navigation system 20 and a database 21 that holds various information in a readable / writable manner are connected to the driving assistance ECU 11 via a vehicle-mounted network such as CAN.

  The car navigation system 20 detects the current position of the vehicle using a global positioning system (GPS) or the like, and refers to the road map information stored in advance to inform the driver of the vehicle to the driving destination. Guidance on 10 travel routes and so on. The car navigation 20 is provided with a display device, an input device, and an audio device (not shown).

The display device is configured by a liquid crystal display, for example, and is installed near the center console in the vehicle interior. On this display device, an image corresponding to image data input from the car navigation system 20 is displayed. Thereby, for example, the car navigation system 20 outputs image data that combines the current position of the vehicle 10 and the surrounding map, and displays an image that combines the position of the vehicle 10 and the surrounding map on the display device. Let The display device also receives map display image data and image data such as a warning display according to driving support information input from the driving support ECU 11 to alert the driver. The

As the input device, for example, a touch switch or a mechanical switch integrated with the display device is used, and is used for various input operations.
The sound device is a device that generates sound and sound, and outputs sound and sound corresponding to sound and sound data input from the car navigation system 20. The sound device includes sound information such as sound information such as route guidance and traffic information from the car navigation system 20 and sound information for calling attention to the driver in response to an instruction from the driving support ECU 11. Entered.

  The car navigation system 20 according to this embodiment acquires and uses road map information stored in advance in the database 21. In addition, the car navigation 20 transmits position information related to the position of the vehicle 10, road map information extracted as information around the current position, and the like to the driving assistance ECU 11.

  The database 21 is a device that stores various types of information such as road map information (map database) and POI information (Point of Interest, information on sightseeing spots and various facilities) used for navigation processing, and a nonvolatile storage device as a storage device HDD (Hard Disk Drive) is used.

  The road map information is information relating to the map and includes map display data, route search data, guidance data (intersection name / road name / direction name / direction guide facility information, etc.) and the like. The map display data is data for displaying a road or a background of a road map. The route search data is data including branch information that is not directly related to the road shape, and is mainly used when calculating (route search) a recommended route. The guidance data is data including names of intersections and the like, and is used when guiding a recommended route to a driver or the like based on the calculated recommended route. Further, the road map information includes road ancillary information such as road shape, information on intersections and crosswalks on the road. Specifically, the road ancillary information includes information such as the position of the target intersection where the traffic signal is provided, the road shape of the road, the tunnel, the pedestrian crossing, the accident occurrence point, and the road surface condition.

For this reason, the road map information transmitted from the car navigation system 20 to the driving support ECU 11 includes the above-described road accessory information and the like.
Further, an output device (man machine interface), for example, a speaker 25, for outputting various information such as an alarm related to driving support is electrically connected to the driving support ECU 11. This output device is a device that generates a warning sound for alerting the driver based on a warning related to driving support, and outputs a warning sound corresponding to a signal from the driving support ECU 11. Note that the output device is not limited to the above-described speaker.

  The driving support ECU 11 is electrically connected to various information acquisition devices such as an inter-vehicle communication device 30, an infrastructure communication device 31, a global positioning system (GPS) 32, an in-vehicle camera 33, and an in-vehicle radar 34. Yes.

The vehicle-to-vehicle communication device 30 is a communication device that performs so-called vehicle-to-vehicle communication in which various types of information such as vehicle position information and travel information are transmitted to and from other vehicles located around the vehicle 10 by wireless communication. . In this inter-vehicle communication, vehicle information is periodically exchanged with each of a plurality of vehicles in the communicable area. The vehicle information includes the vehicle ID uniquely assigned to each vehicle, the absolute position of the vehicle detected by the vehicle's GPS, the vehicle speed, the traveling direction of the vehicle, and the vehicle type and height information. ing. Then, the vehicle-to-vehicle communication device 30 transmits vehicle information to the driving support ECU 11 to the other vehicle received by the vehicle-to-vehicle communication. As a result, the vehicle information of the other vehicle is input to the driving assistance ECU 11, and the driving assistance ECU 11 can grasp the traveling state of the other vehicle located around the vehicle 10.

The infrastructure communication device 31 is a communication device that communicates with an optical beacon device B1 (see FIG. 2) provided on a road by an optical signal such as an infrared signal. And the infrastructure communication apparatus 31 transmits the received infrastructure information signal to driving assistance ECU11 while receiving the infrastructure information signal transmitted from optical beacon apparatus B1. As a result, the driving support ECU 11 can grasp the infrastructure information. For example, the infrastructure communication device 31 receives road traffic information distributed from a VICS (Vehicle Information and Communication System : registered trademark ) center as infrastructure information via the optical beacon device B1. The road traffic information includes, for example, traffic jam information such as a traffic jam section and a traffic jam degree, traffic regulation information such as a traffic stop. In addition, the infrastructure information is detected by the accompanying information associated with this road, such as the road conditions (including intersection shape, curvature, gradient, and number of lanes) of the surrounding road where the optical beacon device B1 is provided, and ground facilities The moving body information of other vehicles in the vicinity is also included. In addition, the infrastructure information includes a signal state (color being displayed) notified from a traffic light capable of notifying information to the outside or a traffic light control device, and a signal state including a signal cycle for each traffic light. .

  The GPS 32 receives a GPS satellite signal to detect the absolute position of the vehicle 10 and detects the position of the vehicle 10 based on the received GPS satellite signal. Further, the GPS 32 transmits the detected position information of the vehicle 10 to the driving support ECU 11. Thereby, the driving assistance ECU 11 can grasp the position of the vehicle 10.

  The in-vehicle camera 33 images a predetermined range in front of the vehicle 10 with an optical CCD camera or the like installed on the back side of the rearview mirror, and transmits an image signal based on the captured image to the driving support ECU 11. The driving assistance ECU 11 extracts the state of the front signal (signal color, etc.) and the state of the other vehicle ahead (lighting of the tail lamp of the vehicle, etc.) based on the image signal captured by the in-vehicle camera 33. Then, it is determined whether or not the vehicle 10 is to be decelerated or stopped based on the extracted front signal state or other vehicle state in front, and it is determined that the vehicle 10 is to be decelerated or stopped. In this case, driving assistance for decelerating or stopping the vehicle 10 can be performed.

  The in-vehicle radar 34 irradiates a predetermined range in front of the vehicle with the laser beam, thereby detecting a distance, a relative speed, an azimuth, and the like with a reflecting object such as a front vehicle that reflects the laser beam. These detection results are transmitted to the driving assistance ECU 11 for each reflecting object. As a result, the driving assistance ECU 11 can determine the presence or type of a moving body or an obstacle such as another vehicle in front of the vehicle 10 and can grasp the separation distance.

  Furthermore, various sensors such as a vehicle speed sensor 40, an acceleration sensor 41, a gyro sensor 42, a brake sensor 43, an accelerator sensor 44, and a steering angle sensor 45 are electrically connected to the driving support ECU 11.

The vehicle speed sensor 40 detects the rotational speed of the wheel and transmits a signal corresponding to the detected rotational speed to the driving assistance ECU 11.
The acceleration sensor 41 detects the acceleration of the vehicle and transmits a signal corresponding to the detected acceleration to the driving support ECU 11.

The gyro sensor 42 detects the vehicle traveling direction, and transmits a signal corresponding to the detected traveling direction to the driving assistance ECU 11.
The brake sensor 43 detects whether or not the driver has operated the brake pedal and the pedal depression amount, and transmits a signal corresponding to the detected operation and depression amount to the driving support ECU 11.

  The accelerator sensor 44 detects whether or not the accelerator pedal is operated by the driver and the pedal depression amount, and transmits a signal corresponding to the detected operation and pedal depression amount to the driving support ECU 11.

The steering angle sensor 45 calculates a steering angle based on the detected amount of change in the steering angle of the steering, and transmits a signal corresponding to the calculated steering angle to the driving support ECU 11.
Since various signals from the respective sensors are transmitted to the driving assistance ECU 11 at predetermined intervals, the driving assistance ECU 11 determines the vehicle such as the position, speed, direction, etc. of the vehicle 10 based on the various signals transmitted. The situation can be grasped sequentially.

Further, the driving assistance ECU 11 includes an ACC (Adaptive Cruise Control) switch and a collision avoidance mitigation control (PCS: Pre-Crash).
Various operation switches 46 such as a safety switch are electrically connected.

  For example, when the vehicle speed / inter-vehicle distance control switch is turned on, a vehicle speed / inter-vehicle distance control start signal is transmitted to the driving assistance ECU 11. In the driving assistance ECU 11, the preceding vehicle is maintained while maintaining a constant distance or a constant speed relationship with the traveling preceding vehicle based on information on the preceding vehicle obtained from the in-vehicle camera 33, the in-vehicle radar 34, and the like. Follow-up control is performed to follow.

  For example, when the collision avoidance mitigation control switch is turned on, a collision avoidance mitigation control start signal is transmitted to the driving assistance ECU 11. Then, the driving assistance ECU 11 informs the driver of the collision in a situation (pre-crash) that is highly likely to collide with the preceding vehicle based on the information on the preceding vehicle obtained from the in-vehicle camera 33 or the in-vehicle radar 34. Collision avoidance mitigation control is performed to support the avoidance of accidents and reduce damage in the event of a collision.

  Next, aspects of driving assistance performed by the driving assistance apparatus of the present embodiment will be described with reference to the drawings. FIG. 2 is a diagram schematically showing a planar structure of a driving environment where driving assistance is performed.

  As shown in FIG. 2, the traveling environment is composed of a road in which an optical beacon device B1, an intersection CB having a traffic signal SB, and a target intersection CA having a target traffic signal SA are arranged side by side. In this traveling environment, the vehicle 10 travels from the position P1 in the vicinity of the optical beacon device B1 to the intersection CB (position P2) and the target intersection CA (position P3) ahead (upward in FIG. 2). .

  The target traffic light SA has a function of notifying the optical beacon device B1 of the location information of the target intersection CA where the traffic signal SA is installed and the signal information of the target traffic light SA via a ground infrastructure device (not shown). Yes.

The optical beacon device B1 is installed at a position several hundred meters before the target intersection CA where the target signal SA is provided. Infrastructure information such as position information of the target intersection CA and signal information of the target traffic light SA is transmitted to the optical beacon device B1 via a ground infrastructure device or the like. Then, the optical beacon device B1 converts the transmitted infrastructure information into an infrastructure information signal composed of an optical signal and transmits it on the road. Thereby, the driving assistance ECU 11 receives the infrastructure information via the infrastructure communication device 31 when the vehicle 10 travels on the road position P1 within the communication range of the optical beacon device B1, so that the position of the target intersection CA is obtained. The information and the signal information of the target traffic light SA can be grasped before reaching the target intersection CA. It should be noted that the position where the optical beacon device B1 is installed can be accurately recognized from the position of the vehicle 10 by using a sensor such as the in-vehicle camera 33, not only the target signal SA, but also the signal SB in front of the target signal SA. It is a difficult position.

  Incidentally, there is an intersection CB between the vehicle 10 and the target intersection CA, and a traffic light SB is also installed at the intersection CB. In addition, the position of the intersection CB is a position close to the target intersection CA, for example, a position included in the range of a support environment in which driving support for the target intersection CA is possible when traveling normally. However, the traffic light SB at the intersection CB does not have a function of transmitting the signal information to the vehicle 10 such as not being connected to the ground infrastructure device. For this reason, even the vehicle 10 cannot acquire the signal information of the traffic light SB via the ground infrastructure device or the like. From this, in this driving environment, the vehicle 10 can grasp in advance the signal state of the target traffic light SA installed at the target intersection CA at the position P1, while being in front of the target intersection CA. The signal state of the traffic light SB installed at the intersection CB cannot be grasped. In addition, if it becomes possible to grasp | ascertain the signal state of traffic light SB in the vehicle 10, it will be when the vehicle 10 moves to the position which can recognize the signal light itself of the traffic light SB with the vehicle-mounted camera 33 etc.

  In such a case, when the driving assistance ECU 11 performs driving assistance for the target traffic signal SA based on the signal information of the previous target traffic signal SA at a position before the traffic signal SB, for example, the position P1, the driving assistance is performed. There is also a risk of causing the driver to recognize (misunderstand) that it was performed on the traffic light SB in front. Specifically, based on the signal information of the target traffic light SA, the driving support ECU 11 determines that the target traffic light SA shows a red signal (stop signal) R when the vehicle 10 reaches the target intersection CA, and provides deceleration support. When starting, if the deceleration support is started before the traffic light SB, the driver may recognize (misunderstand) when the traffic light SB becomes a red signal R. As a result, when the traffic light SB continues to indicate the green signal (progress permission signal) B, the driver who recognizes (misunderstands) that deceleration support is being performed for the traffic signal SB indicating the green signal B has a sense of incongruity with the deceleration support. There is a risk of memorizing or feeling embarrassed. On the other hand, if the traffic light SB indicates a red signal R or a yellow signal Y, no inconvenience occurs as a result.

  By the way, in this embodiment, the vehicle 10 (driving support ECU 11) can grasp the traveling environment of the vehicle 10 through the car navigation system 20 or the like. That is, the driving support ECU 11 of the vehicle 10 grasps that there is an intersection CB having the traffic signal SB between the vehicle 10 and the target intersection CA based on the road map information in the vicinity of the vehicle 10 extracted by the car navigation 20. can do. Therefore, when the driving assistance ECU 11 recognizes that there is a traffic signal SB that cannot acquire signal information in advance before the target traffic signal SA that is the target of driving assistance, the target traffic signal SA is considered in consideration of the presence of the traffic signal SB. The driving support mode (support start position / time and amount of support) is adjusted.

  Next, an outline of a mode in which a driving mode (a driving start position, a support start time or a support amount) of driving support (deceleration support) is adjusted will be described with reference to the drawings. FIG. 3 is a timing chart showing an example of a driving support mode.

As shown in FIG. 3, the driving assistance ECU 11 obtains signal information of the target traffic light SA at the position P1 where the vehicle 10 is traveling, and can provide driving assistance to the target traffic light SA at the same position P1 (time t1). It is assumed that the support environment is entered (the support environment “inside” in FIG. 3). At this time, if the target traffic light SA is a red signal R, the support of the normal support level L1 (support level “normal” in FIG. 3) is usually performed while the vehicle 10 is in the support environment (between position P1 and position P3). Driving assistance, specifically, deceleration assistance is performed in this manner. However, in the present embodiment, since it is known that there is a traffic light SB in front of the target traffic light SA, the vehicle 10 passes through the traffic light SB until the position P2 (between the position P1 and the position P2). The deceleration support by the support mode at the support level L1 is not performed.

  Then, after the vehicle 10 travels to the position P2 of the intersection CB as a position where the driver does not recognize (misunderstand) that the deceleration support is the deceleration support for the traffic light SB (time t2, position P2), Deceleration support is performed by the support mode of the support level L1. Thereby, the start time (timing) of the normal support level L1 is adjusted so as to be delayed from the time t1 to the time t2. In other words, the start position of the normal support level L1 is changed to be postponed from the position P1 to the position P2. As a result, the possibility that the driver recognizes (misunderstands) that the deceleration support for the target traffic light SA is being performed for the traffic light SB is reduced.

  After that, the deceleration support is determined to have progressed to a position that does not require deceleration support when the vehicle 10 reaches the position P3 (time t3) of the target intersection CA, for example, and from the support environment in which support is possible It is judged that it came out and it is terminated. By the way, whether the vehicle 10 is in the support environment (support environment “inside” in FIG. 3) or is out of the support environment (support environment “outside” in FIG. 3) is the remaining to the target intersection CA The driving assistance ECU 11 makes a determination based on the distance, the required time to the target intersection CA, whether the brake is operated, whether the accelerator is operated, and the like.

  Note that during the period from the position P1 to the position P2 where the deceleration support is suppressed (from the time t1 to the time t2), it is possible to interrupt the deceleration support so that no support is provided (in FIG. 3, the support level “none”). ). However, in the present embodiment, while the deceleration support is suppressed, the support mode of the suppressed support level L2 (support level “small” in FIG. 3) that is not recognized (misunderstood) by the driver that the deceleration support is for the traffic light SB. By providing support for deceleration, the driver is provided with some information. Note that the support level L2 is deceleration support that is suppressed more than the normal support level L1. For example, in the case of voice, the volume is reduced, the number of times is decreased, the pitch is reduced in order to weaken the impression. It has been lowered. In addition, for example, in the case of an image, this is support in which the impression to the driver is weakened by reducing the size or the color tone in order to weaken the impression. As a result, while the deceleration support is suppressed, the support mode is different from the normal support level L1, so the driver recognizes the deceleration support for the target traffic light SA as the deceleration support for the front traffic light SB (misunderstanding) ), And in turn, the possibility that the driver feels uncomfortable or confused about the deceleration support (driving support) is also reduced.

  Next, a driving support procedure performed by the driving support device of the present embodiment will be described with reference to the drawings. FIG. 4 is a flowchart showing a driving assistance processing procedure performed in the present embodiment. This driving support is executed in a timely manner based on the driving support ECU 11 receiving an infrastructure information signal.

  As shown in FIG. 4, when driving assistance (deceleration assistance) is started, the driving assistance ECU 11 determines whether or not the target traffic light SA shows a red signal R when the vehicle 10 arrives at the target intersection CA ( Step S10 in FIG. Whether or not the target traffic light SA is a red signal R when arriving at the target intersection CA depends on the installation position of the target intersection CA acquired from the infrastructure information signal, the signal state and signal cycle of the target traffic light SA, and the vehicle 10 Predicted from the calculation result based on the current position and speed.

When it is determined that the target traffic light SA is not the red signal R when arriving at the target intersection CA (NO in step S10 in FIG. 4), the driving support ECU 11 determines whether or not it is possible to perform a support service related to driving support. (Step S11 in FIG. 4). Whether or not the support service can be performed is determined based on whether or not the prerequisites necessary for performing the driving support are prepared. Preconditions include, for example, conditions such as whether or not the current position and speed of the vehicle 10 can be acquired, whether or not signal information can be acquired correctly from the infrastructure information signal, and whether or not the driver needs driving assistance. is there. From this, it is determined that the support service can be performed when all of the above-described preconditions are met. On the other hand, if none of the above-mentioned preconditions is satisfied, it is determined that the support service cannot be performed. When the condition is not satisfied, the current position of the vehicle 10 is past the target intersection CA, the signal information cannot be acquired correctly from the infrastructure information, the driver cancels driving assistance, the position of the vehicle 10 Or when the speed is not accurately acquired. When it is determined that it is impossible to perform the support service (NO in step S11 in FIG. 4), the driving support for the target traffic light SA is ended.

  On the other hand, if it is determined that the support service can be performed (YES in step S11 in FIG. 4), the process returns to step S10, and again whether the target traffic light SA is a red signal R when arriving at the target intersection CA. Repeat the decision.

  If it is determined that the target traffic signal SA is a red signal R when arriving at the target intersection CA (YES in step S10 in FIG. 4), the driving assistance ECU 11 has an intersection with a traffic signal in front of the target intersection CA. (Step S12 in FIG. 4). Whether there is an intersection with a traffic light in front of the target intersection CA is determined based on road ancillary information included in the road map information extracted by the car navigation system 20. For example, if it is determined that there is an intersection CB with a traffic light SB before the target intersection CA (YES in step S12 in FIG. 4), can the driving support ECU 11 know the signal state of the traffic light SB at the intersection CB? It is determined whether or not (step S13 in FIG. 4). Whether the signal state of the traffic light SB at the intersection CB can be grasped is determined by whether the infrastructure information acquired from the infrastructure communication device 31 includes the signal information of the traffic light SB at the intersection CB, This is determined based on whether or not the traffic light SB is recognized.

  When it is determined that the signal state of the traffic light SB at the intersection CB can be grasped (NO in step S13 in FIG. 4), the driving support ECU 11 determines whether or not the traffic light SB at the intersection CB is a green signal B ( Step S14 in FIG. Whether the traffic light SB at the intersection CB is a green signal B is determined based on the recognition by the in-vehicle camera 33, the behavior of the preceding vehicle detected by the in-vehicle radar 34, the speed of the vehicle 10, and the like. In addition, if the determination is based on the speed of the vehicle 10, the signal state may be determined as a green signal B when the speed is high, and the signal state may be determined as the red signal R when the speed is low. When it is determined that the traffic light SB at the intersection CB is the green signal B (YES in step S14 in FIG. 4), the driving assistance ECU 11 adjusts the assistance level for driving assistance (step S15 in FIG. 4). For example, the driving assistance ECU 11 interrupts driving assistance or sets the assistance level L2 to be suppressed. This reduces the risk that the driver will recognize (misunderstand) that the driving assistance for the target traffic light SA is assistance for the traffic light SB. At this time, the range in which the support mode is suppressed is set between the positions P1 and P2 in terms of position or between the times t1 and t2 in terms of time.

  Incidentally, even when it is determined that the signal state of the traffic light SB at the intersection CB cannot be grasped (NO in step S13 in FIG. 4), the driving support ECU 11 sets the support mode to the support level L2 in which the support mode is suppressed (in FIG. 4). Step S15). This also reduces the possibility of the driver recognizing (misunderstanding) that driving assistance for the target traffic light SA is assistance for the traffic light SB, even when the traffic light SB is a green light B.

  On the other hand, when it is determined that there is no intersection CB with the traffic light SB before the target intersection CA (NO in step S12 in FIG. 4), and when it is determined that the traffic light SB at the intersection CB is not the green light B (FIG. The driving support ECU 11 determines whether or not a support start condition is satisfied (step S16 in FIG. 4). In addition, even after the time and the position of the vehicle 10 have passed the range in which the suppressed driving assistance is provided (step S15 in FIG. 4), the driving assistance ECU 11 determines whether or not the assistance start condition is satisfied (FIG. 4). 4 step S16). At this time, whether or not the support start condition is satisfied is determined based on whether or not the driving support is possible (in the support environment “inside” shown in FIG. 3).

  When the support start condition is not satisfied (NO in step S16 in FIG. 4), the driving support ECU 11 determines whether a support service is possible (step S17 in FIG. 4). The determination as to whether or not the support service is possible is made based on the same conditions as in the previous step S11. When it is determined that the support service cannot be performed (NO in step S17 in FIG. 4), the target signal device Driving support for SA is terminated. On the other hand, when it is determined that the support service can be performed (YES in step S17 in FIG. 4), the driving support ECU 11 returns the processing procedure to step S16, and again determines whether the support start condition is satisfied. Repeat the judgment.

  When the support start condition is satisfied (YES in step S16 in FIG. 4), the driving support ECU 11 performs driving support in a predetermined support mode, for example, through the car navigation 20 or the speaker 25 (step S18 in FIG. 4). . That is, when the time or the position of the vehicle 10 is within a range in which driving support is suppressed (for example, between time t1 and time t2 or between position P1 and position P2), the driving support ECU 11 has the suppressed support level L2. Driving assistance according to the assistance mode is provided. On the other hand, when the time or the position of the vehicle 10 is outside the range where the driving support is not suppressed (for example, after the time t2 or after the position P2), the driving support ECU 11 performs the driving support in the support mode of the normal support level L1. .

  When driving support at the normal support level L1 is performed, the driving support ECU 11 determines whether or not a support end condition is satisfied (step S19 in FIG. 4). The support end condition is determined based on whether or not the vehicle 10 has traveled to a position P3 at which support for the target traffic light SA is not required, whether or not the time t3 has passed a range in which support is possible.

  When the support end condition is not satisfied (NO in step S19 in FIG. 4), the driving support ECU 11 determines whether the support service is possible (step S20 in FIG. 4). Whether or not this support service is possible is determined based on the same conditions as in the previous step S11. If it is determined that the support service is not possible (NO in step S20 in FIG. 4), the target Driving support for the traffic light SA is terminated. On the other hand, when it is determined that the support service can be performed (YES in step S20 in FIG. 4), the process returns to step S18, and the driving support is continuously performed at the normal support level L1.

If the support end condition is satisfied (YES in step S19 in FIG. 4), the driving support ECU 11 ends the driving support for the target traffic light SA.
Therefore, according to the driving support apparatus of the present embodiment, the driver's risk of being recognized (misunderstood) as driving support for the target traffic light SA is driving support for other traffic lights is reduced.

As described above, according to the driving support apparatus of the present embodiment, the effects listed below can be obtained.
(1) The support mode of driving support for the target traffic signal SA to be supported is varied according to the signal state (whether it is a red signal R) of the previous traffic signal SB including the presence or absence of the previous traffic signal SB. I did it. As a result, the driver is provided with driving support at the suppressed support level L2 as the support mode adjusted based on the relationship between the target traffic light SA and the front traffic light SB, for example, the positional relationship. For example, when there is a traffic signal SB in front of the target traffic signal SA to be supported, the driving support support mode for the target traffic signal SA is set to, for example, the support level L2 adjusted so that the support amount is reduced. For example, the driver does not feel that the driving support is driving support for the traffic light SB in front. As a result, even when there are a plurality of traffic lights that can be the target of driving assistance in the driving environment, it is possible to provide driving assistance that does not make the driver feel uncomfortable.

  (2) Since the target traffic light SA that is the target of support and the front traffic light SB that is not the target of support are the same type as the target object, the traffic signal that is the target of driving support The driver is particularly confused about which one. Even in such a case, the possibility that the driver misidentifies the traffic signal that is the target of support is reduced by changing the support mode.

  (3) The support mode for the target traffic light SA showing the red signal R is made variable according to the state of the traffic light SB in front. As a result, the driver is provided with driving support in an appropriate support mode according to the front-rear positional relationship between the target traffic light SA and the front traffic light SB. That is, adjustment is made so as to weaken the support mode for the target traffic signal SA indicating the stop signal, and the driver feels that the driving support is driving support for the traffic signal SB in front, or it is unclear which traffic signal is supported. It is possible to reduce the risk of making it happen. For example, when the traffic light SB in the foreground is a green light B, the support mode is adjusted so that the deceleration is supported at the support level L2 that is suppressed until the intersection CB in the foreground is passed (not supported), and the support is in the foreground. Do not feel that it is for the traffic light SB. When the front traffic light SB is a red traffic light R, there is no inconvenience as a result even if the driving assistance to the target traffic light SA that also shows the red traffic light R is felt as driving assistance to the traffic light SB in front. Therefore, in such a case, adjustment may be made so as not to suppress deceleration support.

  (4) When the traffic light SB is in front of the target traffic light SA, the driver recognizes (misunderstands) that the driving support for the target traffic light SA is the driving support for the traffic light SB in front of the traffic light SB. There is a high risk of getting lost. However, even in this case, the driver misunderstands or hesitates about the support level L2 which is different from the normal support level L1 and the traffic signal to be supported by adjusting the support mode so that the support mode is not supported. The risk of doing so can be reduced.

  (5) The deceleration support start timing at the normal support level L1, which is the driving support support mode, is set to a timing (time t2) that is delayed from the timing (time t1) when the preceding traffic light SB does not exist. As a result, driving support during a period (between time t1 and time t2) that is likely to make the driver feel that driving support for the target traffic light SA is driving support for the preceding traffic light SB is suppressed. The possibility of causing the driver to misunderstand or get confused about the target traffic light is reduced.

  (6) The deceleration support amount of the normal support level L1, which is the driving support support mode, is made weaker (becomes suppressed support level L2) than when the front traffic light SB is not present. As a result, driving support during a period (between time t1 and time t2) that is likely to make the driver feel that driving support for the target traffic light SA is driving support for the preceding traffic light SB is suppressed. The possibility of causing the driver to misunderstand or get confused about the target traffic light is reduced.

(Second Embodiment)
A second embodiment embodying the driving support device according to the present invention will be described with reference to the drawings. FIG. 5 is a flowchart showing a driving assistance processing procedure executed by the driving assistance apparatus of the present embodiment. The driving support device of the present embodiment is mainly different from the previous first embodiment because the configuration of the device is the same although part of the driving support procedure is different from the first embodiment. For convenience of explanation, the same reference numerals are given to the same components and the description thereof is omitted.

The driving support of the present embodiment is executed in a timely manner based on the driving support ECU 11 receiving an infrastructure information signal.
When driving support is started, as shown in FIG. 5, the driving support ECU 11 determines whether or not the target traffic light SA shows a red signal R when the vehicle 10 arrives at the target intersection CA (step of FIG. 5). S10). When it is determined that the target traffic light SA is not the red signal R when arriving at the target intersection CA (NO in step S10 in FIG. 5), the driving support ECU 11 determines whether or not it is possible to perform a support service related to driving support. (Step S11 in FIG. 5). If it is determined that the support service cannot be performed (NO in step S11 in FIG. 5), the driving support for the target traffic light SA is ended.

  On the other hand, if it is determined that the support service can be performed (YES in step S11 in FIG. 5), the process returns to step S10, and again whether the target traffic light SA is a red signal R when arriving at the target intersection CA. Repeat the decision.

  If it is determined that the target traffic light SA is a red signal R when arriving at the target intersection CA (YES in step S10 in FIG. 5), does the driving assistance ECU 11 have another intersection before the target intersection CA? It is determined whether or not (step S30 in FIG. 5). When it is determined that there is another intersection before the target intersection CA (YES in step S30 in FIG. 5), the driving assistance ECU 11 determines whether the other intersection is an intersection having a traffic light (FIG. 5). Step S31). Whether another intersection has a traffic light is determined from road map information around the vehicle 10, the recognition result of the in-vehicle camera 33, infrastructure information, and the like.

  When it is determined that another intersection is an intersection having a traffic signal (YES in step S31 in FIG. 5), the driving assistance ECU 11 determines whether or not the signal state of the traffic signal at another intersection can be grasped from signal information or the like. Judgment is made (step S32 in FIG. 5). Whether the signal state of the traffic signal at another intersection can be grasped from the signal information or the like is determined from the recognition result of the in-vehicle camera 33, the infrastructure information, or the like. When it is determined that the signal state of the traffic signal at another intersection can be grasped (YES in step S32 in FIG. 5), the driving support ECU 11 determines whether the traffic signal at another intersection is a red signal R or not. Judgment is made (step S33 in FIG. 5). When it is determined that the traffic signal at another intersection is a red signal R (YES in step S33 in FIG. 5), the driving support ECU 11 determines whether the support start condition is satisfied (step S16 in FIG. 5). .

  On the other hand, when it is determined that another intersection is an intersection without a traffic signal (NO in step S31 in FIG. 5), the driving assistance ECU 11 determines whether the other intersection is a temporary stop intersection (step in FIG. 5). S34). Whether or not another intersection is a temporary stop intersection is the speed of the vehicle 10, road map information around the vehicle 10, recognition results of the in-vehicle camera 33, infrastructure information, past driving behavior (stopped or decelerated each time, etc.), etc. It is judged from. If the determination is based on the speed of the vehicle 10, it can be determined that the intersection is unregulated when the speed is high, and can be determined as a temporary stop intersection when the speed is low. When it is determined that another intersection is a temporary stop intersection (YES in step S34 in FIG. 5), the driving support ECU 11 determines whether or not a support start condition is satisfied (step S16 in FIG. 5).

On the other hand, when it is determined that another intersection is not a temporary stop intersection (NO in step S34 in FIG. 5), the driving assistance ECU 11 determines whether or not the vehicle has passed another intersection (step S35 in FIG. 5). . Further, when it is determined that the signal state of a traffic signal at another intersection cannot be grasped (NO in step S32 in FIG. 5), or when it is determined that the traffic signal at another intersection is not a red signal R (step S33 in FIG. 5). The driving support ECU 11 also determines whether or not the vehicle has passed another intersection (step S35 in FIG. 5). Whether the vehicle has passed another intersection is determined from the current position of the vehicle 10, road map information around the vehicle 10, and the like.

  When it is determined that the vehicle has not passed another intersection (NO in step S35 in FIG. 5), the driving assistance ECU 11 determines again whether or not the vehicle has passed another intersection after a predetermined time has elapsed (FIG. 5). 5 step S35) is repeated. As a result, driving assistance for the target intersection CA is not performed before another intersection, so that the driver may recognize (misunderstand) that driving assistance for the target intersection CA is driving assistance for another intersection. Reduced.

  If it is determined that the vehicle has passed another intersection (YES in step S35 in FIG. 5), the driving assistance ECU 11 determines whether the assistance start condition is satisfied (step in FIG. 5). S16). Since the subsequent processing procedure is the same as the processing procedure from step S16 to step S20 of the first embodiment, a description thereof will be omitted.

  Therefore, according to the driving support device of the present embodiment, the driver's risk of being recognized (misunderstood) as driving support for the target traffic light SA is driving support for another traffic light is reduced.

  As described above, the driving support device according to the present embodiment can obtain the same or similar effects as the effects (1) to (5) of the first embodiment, and the following effects. Can be obtained.

  (7) Since the target intersection CA that is the target of support and the previous intersection CB that is not the target of support are the same type of target object, the intersection that is the target of driving support is The driver is particularly confused about which one. In addition, there are various aspects of the intersection such as the presence / absence of a traffic light and the presence / absence of a temporary stop. Even in such a case, by changing the support mode to the target intersection CA according to the mode of the previous intersection, the driver's risk of misidentifying the intersection that is the target of support is reduced.

In addition, each said embodiment can also be implemented in the following aspects, for example.
In each of the above embodiments, the case where the road map information used for the navigation process is stored in the HDD has been illustrated. However, the present invention is not limited to this, and road map information or the like may be stored in a storage medium such as a CD-ROM (Compact Disk ROM) or a DVD (Digital Versatile Disk) instead of the HDD or together with the HDD. Since road map information and the like stored in these storage media can be read via a drive device (not shown), road map information as required can be obtained by setting the recording medium in the drive device. It becomes like.

  In each of the above-described embodiments, the car navigation system 20 has been illustrated for the case where map information and the like are exchanged with the database 21. However, the present invention is not limited to this, and the car navigation system may have a database that stores map information and the like. In addition, the car navigation 20 and the database 21 may communicate directly.

In each of the above embodiments, the infrastructure communication device 31 has been illustrated as performing optical communication with the optical beacon device B1. However, the present invention is not limited to this, and the infrastructure communication device may perform wireless communication with a beacon device, a VICS center, or the like. The infrastructure communication device is for beacon devices,
Each for the VICS center may be provided, or only one of the beacon device and the VICS center may be provided as long as necessary information is acquired.

  In each of the above embodiments, the in-vehicle radar 34 is exemplified for detecting an object using laser light. However, the in-vehicle radar is not limited to this, and the in-vehicle radar uses radio waves such as millimeter waves and microwaves, ultrasonic waves, and the like. It is also possible to detect an object.

  In the first embodiment, the case where the support level is set to “low” in the range where the support is suppressed is illustrated, but the present invention is not limited to this, and the support level in the range where the support is suppressed is set to “none”. Also good. Further, in the second embodiment, the case where the support level is set to “none” in the range where the support is suppressed is illustrated, but the present invention is not limited to this, and the support level in the range where the support is suppressed is set to “small”. Also good.

  In each of the above-described embodiments, the driving assistance is exemplified for the case where the driving assistance is provided by sound / voice or an image. From this, the driving assistance may be either sound / voice or image alone or a combination thereof. The driving assistance is not limited to this, and deceleration control and stop control using automatic braking or assist braking may be included.

  In each of the above embodiments, the case where the driving assistance for deceleration when the target traffic light SA is the red signal R, that is, the deceleration assistance is illustrated. However, the present invention is not limited thereto, and deceleration support may be performed when the red signal R and the yellow signal Y are used.

Further, the blue signal B may include an arrow signal or the like. Further, the yellow signal Y may be determined in the same manner as the blue signal B.
In each of the above embodiments, the case where the support level L2 that is suppressed (weakened) with respect to the normal support level L1 is used is illustrated so that the driver does not misunderstand the support target. However, the present invention is not limited to this, and the support mode may be equivalent or stronger (larger) than the normal support mode as long as the driver can prevent misunderstanding of the support target. Thereby, the degree of freedom of the support mode is increased and the degree of freedom of driving support is also increased.

  In each of the above-described embodiments, the case where the support level is made variable by weakening the support mode and the start time of the normal support level is made variable in the range where the support is suppressed is illustrated. However, the present invention is not limited to this, and the support mode may be weakened or the start time of the normal support level may be delayed. For example, when the support environment is “outside” while the support level is low, only support with a weak support mode is provided. Thereby, as a driving support device, the possibility of responding to the driving environment is improved.

  In each of the above embodiments, the suppressed support level L2 is exemplified for the case where the content of the driving support of the normal support level L1 is reduced or weakened. However, the present invention is not limited to this, and the suppressed support level may be a part of the support mode of the normal support level, or may be a driving support with contents different from the support mode of the normal support level in the first place. It may be.

  In the first embodiment, the case where the object of driving assistance is a traffic light is illustrated. Moreover, in 2nd Embodiment, the case where the object of driving assistance was made into the intersection containing a traffic signal was illustrated. However, the present invention is not limited to this, and the object for driving assistance may be another vehicle, a road shape, or the like. For example, the road shape may be an intersection, a traffic light, a curve, a railroad crossing, or the like. Thereby, the applicability as a driving assistance device is improved.

  For example, as illustrated in FIG. 6, when the support target of the vehicle 10 is the other vehicle 51 that can perform the vehicle-to-vehicle communication 30a ahead of the vehicle 50 in the foreground that can be recognized by the in-vehicle radar 34a but cannot perform vehicle-to-vehicle communication. The driving support for the other vehicle 51 is performed in consideration of the presence of the vehicle 50 in the foreground where inter-vehicle communication is not possible. For example, when the other vehicle 51 stops, the driving support is not performed on the assumption that the distance between the other vehicle 51 and the vehicle 10 is the distance D1, but the distance between the vehicle 50 and the vehicle 50 in front is a distance D2. However, the driving assistance of the vehicle 10 is adjusted. At this time, it may be indicated by voice, display, or the like that it is driving assistance to the other vehicle 51 and not driving assistance to the vehicle 50 in the foreground where inter-vehicle communication is not possible. Thereby, while being able to provide suitable driving assistance, the possibility that the driver misunderstands the target of driving assistance is also reduced.

  In addition, for example, as shown in FIG. 7, in the case of a road where a gentle curve C1 and a steep curve C2 that is a target of driving support are continuous, road information is received from the optical beacon device B2 in front of these curves. When driving support for the sharp curve C2 is started at the position P11, the driver may recognize (misunderstand) that the driving support is for the loose curve C1. In this case, the driving support is suppressed until the vehicle 10 moves to the position P12 that has passed the gentle curve C1, and the driving support for the sharp curve C2 is performed after the vehicle reaches the position P12. This reduces the risk that the driver will recognize (misunderstand) that the driving assistance for the steep curve C2 is the driving assistance for the gentle curve C1. Note that the driving support level may be lowered until the gentle curve C1 is passed.

  In each of the above embodiments, the case where the support target is the same type of target (a traffic signal or an intersection) is illustrated. However, the present invention is not limited to this, and the support object and other objects in the vicinity of the object may be different types instead of the same type. The different types of combinations may be intersections and curves, intersections and traffic lights, intersections and railroad crossings, curves and traffic lights, etc. There are no particular restrictions on these combinations. In addition, at least one of the support object and the other object may be a moving body such as a vehicle. By these things, the target object to which this driving assistance apparatus is applied is expanded, and the convenience and freedom degree as a driving assistance apparatus are improved.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Driving assistance ECU (driving assistance control computer), 12 ... Brake ECU (brake control computer), 13 ... Engine ECU (engine control computer), 14 ... Steering ECU (steering control computer), 20 ... Car navigation , 21 ... database, 25 ... speaker, 30 ... inter-vehicle communication device, 31 ... infrastructure communication device, 32 ... GPS (global positioning system), 33 ... in-vehicle camera, 34, 34a ... in-vehicle radar, 40 ... vehicle speed sensor, 41 ... acceleration sensor, 42 ... gyro sensor, 43 ... brake sensor, 44 ... accelerator sensor, 45 ... steering angle sensor, 46 ... operation switch, 50 ... front vehicle, 51 ... other vehicle, B ... blue signal, R ... red signal, Y ... Yellow signal, B1, B2 ... Optical beacon device, 1, C2 ... curve, CA ... target intersection, CB ... intersection, SA ... target traffic as a first traffic, SB ... traffic as the second traffic light.

Claims (2)

A driving support device that supports a driving operation of a driver driving a vehicle according to a state of a predetermined object in a traveling environment of the vehicle,
The vehicle includes an infrastructure communication device that receives infrastructure information, a GPS that detects a position of the vehicle, and a camera or a radar,
The support is a deceleration support for decelerating the vehicle;
When a second traffic light exists between the first traffic light as the predetermined target object to be supported and the vehicle, and the vehicle reaches the intersection provided with the first traffic light, the first traffic light 1 of the traffic is determined that issues a stop signal when said second traffic is emitting progression permission signal, which delays than without deceleration support start timing of the vehicle there is the second traffic light And
Determining the presence of the second traffic light based on road ancillary information included in the road map information acquired from a database storing road map information;
The infrastructure information received by the infrastructure communication device and the GPS detected by the GPS that the first traffic signal is issuing a stop signal when the vehicle reaches the intersection provided with the first traffic signal. Based on the position of the vehicle,
The driving support device, wherein the second traffic light is determined to emit a travel permission signal based on recognition by the camera or behavior of a preceding vehicle detected by the radar . A driving support device that supports a driving operation of a driver driving a vehicle according to a state of a predetermined object in a traveling environment of the vehicle,
The vehicle includes an infrastructure communication device that receives infrastructure information, a GPS that detects a position of the vehicle, and a camera or a radar,
The support is a deceleration support for decelerating the vehicle;
When a second traffic light exists between the first traffic light as the predetermined target object to be supported and the vehicle, and the vehicle reaches the intersection provided with the first traffic light, the first traffic light 1 of the traffic is determined that issues a stop signal when said second traffic is emitting progression permission signal, but weakens than without deceleration support amount of the vehicle is present the second traffic light Yes,
Determining the presence of the second traffic light based on road ancillary information included in the road map information acquired from a database storing road map information;
The infrastructure information received by the infrastructure communication device and the GPS detected by the GPS that the first traffic signal is issuing a stop signal when the vehicle reaches the intersection provided with the first traffic signal. Based on the position of the vehicle,
The driving support device, wherein the second traffic light is determined to emit a travel permission signal based on recognition by the camera or behavior of a preceding vehicle detected by the radar .

Images