JP5772730B2 - Driver assistance device - Google Patents

Description

  The present invention relates to a driver assistance device used in an infrastructure cooperation type safe driving assistance system.

  In recent years, infrastructure-sponsored driving safety support systems (DSSS) have been proposed. The infrastructure-coordinated safe driving support system travels at the service target intersection based on the driving operation status ascertained by the in-vehicle device and the information and position information of roadside sensors and traffic lights provided by the roadside device. Attempts have been made to provide driving assistance.

  As an example of a driver assistance device used in an infrastructure cooperation type safe driving assistance system, for example, Patent Document 1 receives traffic signal information at each intersection from a roadside device, and passes through the intersection where the traffic signal is arranged without stopping as much as possible. A driver assistance device that performs driving assistance that notifies an appropriate speed so that it can be disclosed is disclosed.

  In the driver assistance device disclosed in Patent Document 1, n is within a range from the upper limit speed to the lower limit speed based on the traffic signal information, the intersection distance from the own vehicle to the intersection, and the upper limit speed and the lower limit speed of the own vehicle. A range of arrival time until reaching the first intersection is obtained, and it is determined whether or not a part of this range is included in the blue lighting time range of the intersection. And when it determines with it being included in the range of the lighting time of blue, the light color of a traffic light changes from red to blue noting that the own vehicle can pass without stopping the nth intersection. At this time, a target speed is calculated such that the host vehicle enters the intersection.

  As for the intersection distance, it is described that it is sequentially calculated from the distance to the intersection at the optical beacon position included in the information acquired from the optical beacon and the travel distance traveled by the vehicle after acquiring the information from the optical beacon. Yes. That is, it is suggested that the intersection distance is calculated by subtracting the travel distance from the optical beacon position of the vehicle from the distance to the service target intersection at the optical beacon position. Since the distance to the service target intersection at the optical beacon position is a fixed value, the intersection distance is determined according to the travel distance of the vehicle from the optical beacon position.

JP 2011-227761 A

  However, the driver assistance device disclosed in Patent Document 1 uses the intersection distance calculated based on the travel distance from the optical beacon position, and the light color of the traffic light existing in the traveling direction of the own vehicle is between blue. When driving assistance is performed so that the service target intersection can be reached as much as possible, the light color at the time of reaching the service target intersection may deviate from blue. Details are as follows.

  As described above, a fixed value is used as the distance to the service target intersection at the base point position such as the optical beacon position. Therefore, if the vehicle changes its lane or avoids an obstacle and deviates from the trajectory assumed for the fixed value, it will not be close to the service target intersection. The travel distance increases, and the calculated intersection distance becomes shorter than the actual intersection distance.

  If the intersection distance is calculated to be shorter than the actual distance, the time it takes for the vehicle to reach the service target intersection is also calculated to be shorter, and the lamp color at the time of reaching the service target intersection may deviate from blue. is there.

The present invention has been made in view of the above-described conventional problems, and its purpose is to more accurately determine whether or not the own vehicle can reach a predetermined position at the service target intersection within the lighting time of the blue light color. It is an object of the present invention to provide a driver assistance device that can be determined .

The driver assistance device according to the present invention is used in a vehicle and transmits fixed distance determination information that can be determined from a base position to a predetermined position of a service target intersection, which is transmitted from a roadside machine (1) by road-to-vehicle communication. Roadside information acquisition means (27) to acquire, traffic signal information acquisition means (27) for acquiring traffic signal information including information about the current and future lamp colors and the duration of each lamp color existing in the traveling direction of the vehicle 27), fixed distance determination means (27, S1) for determining a fixed distance from the fixed distance determination information acquired by the roadside information acquisition means, and travel distance calculation means for sequentially calculating the travel distance of the vehicle from the base position (27, S2) and an intersection distance, which is a distance from the own vehicle to a predetermined position of the service target intersection, a fixed distance determined by the fixed distance determination means and a travel distance calculated by the travel distance calculation means Sequentially calculates intersections distance calculating means and (27, S5), is set to a speed that does not interfere with the upper limit speed and traffic flow is a slow side speed of the speed of the speed limit and the preceding vehicle in a road which the vehicle is traveling on bets The remaining arrival time calculating means (27, S6) for calculating the upper limit value and the lower limit value of the remaining time until the predetermined position of the service target intersection is reached from the lower limit speed and the intersection distance calculated by the intersection distance calculating means. And the remaining time calculated by the lighting time calculation means (27, S7) for calculating the lighting time of the blue light color of the traffic light at the service target intersection from the traffic signal information acquired by the traffic signal information acquisition means, and the remaining arrival time calculation means and upper and lower limit values of, on the basis of the light color lighting time of the blue calculated at the lighting time calculating means, light color of the traffic to determine whether it is reachable to the service target intersection between the blue When the driver's support device (27) estimates the course change by the course change estimation means (27, S8) for estimating the course change of the own vehicle from the driving operation status of the own vehicle, and the course change estimation means, at least the upper limit value, a correction of adding the time required for the diversion as a correction amount, the correction amount from the lighting time calculated at the lighting time calculating means of the upper and lower limits of the remaining calculated in reaching the remaining time calculating unit time And a first correction means (27, S10) for performing either correction of subtraction.

If the vehicle changes lanes or avoids obstacles, the mileage from the base point increases even though it is not approaching the serviced intersection, and the fixed and base points The intersection distance calculated based on the travel distance from the vehicle will be shorter than the actual intersection distance. When an intersection distance calculated is shortened than the actual intersection distance is calculated from the intersection distance calculated the upper limit speed and lower speed limit, the remaining time to reach the predetermined position of the service target intersection The upper limit value and the lower limit value are also calculated smaller than the actual value.

Then, when the upper limit value and the lower limit value of the remaining time are calculated to be smaller than actual, the vehicle is calculated as the service target intersection within the lighting time of the blue light of the traffic light at the service target intersection calculated from the traffic signal information. Although it cannot reach the predetermined position, it is determined that it can be reached.

On the other hand, in the above configuration, when it is estimated that the host vehicle has changed course, at least the upper limit value and the lower limit value of the remaining time calculated by the arrival remaining time calculation means by the first correction means. Either a correction for adding the time required for changing the course as a correction amount to the value or a correction for subtracting the correction amount from the lighting time calculated by the lighting time calculation means is performed. Therefore, even when the route is changed, it is possible to determine with higher accuracy whether or not the vehicle can reach the predetermined position of the service target intersection within the lighting time of the blue light color. Details are as follows.

If correction is performed by adding the time required to change the course as a correction amount to at least the upper limit value of the upper limit value and lower limit value of the remaining time calculated by the remaining arrival time calculation means, the upper limit value and the lower limit value are higher than actual values. Even if it is calculated to be small, it can be corrected so as to suppress the deviation. Therefore, it is possible to light color vehicle within the lighting time of the blue to more accurately determine whether it reaches a predetermined position of the service target intersection.

Further, if correction is performed by subtracting the correction amount from the lighting time calculated by the lamp color remaining time calculating means, even if the upper limit value and the lower limit value are calculated to be smaller than the actual value, the lighting time within the blue lamp color is within the lighting time. It is possible to suppress a deviation in which the time range in which the own vehicle cannot reach the predetermined position of the service target intersection is included in the reachable time range. Therefore, it is possible to light color vehicle within the lighting time of the blue to more accurately determine whether it reaches a predetermined position of the service target intersection.

Further, another driver assistance device of the present invention is used in a vehicle, and is transmitted from the roadside machine (1) by road-to-vehicle communication, and can be used to determine a fixed distance from the base point position to a predetermined position of the service target intersection. Roadside information acquisition means (27) for acquiring information for determination, and a traffic signal for acquiring traffic signal information including information about the current and future lamp colors and the duration of each lamp color existing in the traveling direction of the host vehicle The information acquisition means (27), the fixed distance determination means (27, S101) for determining the fixed distance from the fixed distance determination information acquired by the roadside information acquisition means, and the travel distance of the host vehicle from the base point position are sequentially calculated. The travel distance calculation means (27, S102) and the intersection distance, which is the distance from the vehicle to a predetermined position of the service target intersection, are calculated by the fixed distance determined by the fixed distance determination means and the travel distance calculation means. The intersection distance calculation means for sequentially calculating on the basis of the travel distance (27, S105), the upper limit speed and traffic flow is a slow side speed of the speed of the speed limit and the preceding vehicle in a road which the vehicle is traveling The arrival remaining time calculating means for calculating the upper limit value and the lower limit value of the remaining time until the predetermined position of the service target intersection is reached from the lower limit speed set to a speed not disturbing and the intersection distance calculated by the intersection distance calculating means. (27, S106), a lighting time calculation means (27, S107) for calculating the lighting time of the blue light of the traffic light at the intersection to be serviced from the traffic signal information acquired by the traffic signal information acquisition means, and a remaining arrival time calculation Service target intersections between traffic lights in blue based on the upper and lower limits of the remaining time calculated by the means and the lighting time of the blue light color calculated by the lighting time calculation means In a driver assistance device for determining if it is reachable (27), the larger the correction amount according to the travel distance calculated the longer the running distance calculating means, calculating at arrival the remaining time calculating unit The second correction for correcting either the correction to be added to at least the upper limit value of the remaining time upper limit value or the lower limit value or the correction to subtract the correction amount from the lighting time calculated by the lamp color remaining time calculation means Means (27, S108) are provided.

  The longer the mileage of the vehicle from the base point, the more the intersection distance calculated based on the fixed distance and the mileage from the base point will be greater than the actual intersection distance due to course changes, meandering, and mileage calculation errors. The probability and amount of becoming shorter will increase. When the calculated intersection distance becomes shorter than the actual intersection distance, the vehicle reaches a predetermined position of the service target intersection calculated from the set upper and lower speed limits of the vehicle and the calculated intersection distance. The upper limit value and lower limit value of the remaining time until are also calculated smaller than actual.

Then, when the upper limit value and the lower limit value of the remaining time are calculated to be smaller than actual, the vehicle is calculated as the service target intersection within the lighting time of the blue light of the traffic light at the service target intersection calculated from the traffic signal information. Although it cannot reach the predetermined position, it is determined that it can be reached.

On the other hand, in the above configuration, the correction amount that increases as the travel distance calculated by the travel distance calculation means becomes longer is the upper limit of the remaining time calculated by the arrival remaining time calculation means by the first correction means. Any one of a correction to be added to at least the upper limit value of the value and the lower limit value and a correction to subtract the correction amount from the lighting time calculated by the lighting time calculation means is performed. Therefore, even if the mileage from the base point position increases and the intersection distance is calculated to be shorter than the actual distance, the vehicle will move to the predetermined position at the service target intersection within the lighting time of the blue light. It becomes possible to determine more accurately whether or not it can be reached. In detail, it is the same as that of having demonstrated the structure of the above-mentioned driver assistance apparatus.

1 is a diagram illustrating a schematic configuration of a safe driving support system 100. FIG. 1 is a block diagram showing a schematic configuration of a roadside machine 1. FIG. 2 is a block diagram illustrating a schematic configuration of an in-vehicle device 2. FIG. 4 is a flowchart illustrating an example of a flow of processing related to green wave traveling support in a control unit 27 of the safe driving support system 100 according to the first embodiment. (A) is a figure which shows an example of a lane change, (b) is a figure which shows the change of the steering angle in the case of (a). (A) is a figure which shows an example of the course change which starts a parked vehicle, Comprising: (b) is a figure which shows the change of the steering angle in the case of (a). It is a schematic diagram for demonstrating the example which calculates the travel distance l1 using a trigonometric function. 7 is a flowchart illustrating an example of a flow of processing related to green wave travel support in a control unit 27 of the safe driving support system 100 according to the second embodiment. 10 is a flowchart illustrating an example of a flow of processing related to green wave travel support in the control unit 27 of the safe driving support system 100 of the third embodiment. It is a schematic diagram for demonstrating the actual travel distance in a curve, and the distance between shape points in a curve.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Embodiment 1)
The safe driving support system 100 shown in FIG. 1 is applied to DSSS (Driving Safety Support Systems) that provides driving support so that the traffic intersection can be reached as much as possible while the light color of the traffic light existing in the traveling direction of the vehicle is blue. The roadside machine 1 and the vehicle-mounted device 2 are included.

  First, the structure of the roadside machine 1 is demonstrated using FIG. The roadside machine 1 includes a communication device 11 and a control device 12, and is installed, for example, at an intersection where a vehicle traffic signal (hereinafter referred to as a traffic signal) is provided or an approach road at the intersection. The intersection where the roadside machine 1 is installed is hereinafter referred to as an installation intersection.

  The communication device 11 is configured with a known antenna, and performs road-to-vehicle communication with the in-vehicle device 2 mounted on a vehicle traveling on a road. For this road-to-vehicle communication, for example, narrowband communication (DSRC) used in the ETC (registered trademark) system, radio wave beacon and optical beacon technology used in VICS (registered trademark) or the like can be used. In addition, a 700 MHz band radio wave or a 5.9 GHz band radio wave may be used.

  The roadside machine 1 may be an optical beacon or a radio beacon that is provided on an approach path of an intersection and performs spot communication, or an apparatus that is provided at an intersection and transmits information to a range of a radius of about several hundred meters. However, in the present embodiment, the following description will be made on the assumption that the roadside device 1 is an optical beacon.

  The control device 12 is a computer configured with a known CPU and a built-in memory, and the CPU implements various functions by executing programs stored in advance in the built-in memory. Specifically, the control device 12 sequentially transmits intersection information from the communication device 11. For example, the intersection information may be transmitted every 100 msec.

  Intersection information includes “road alignment information” and well-known “system information”, “signal information”, “signal event expression information”, “obstacle detection information”, “obstacle detection event expression information” and the like used in DSSS. is there. The “system information” is information common to all services provided from the roadside device 1, and is information such as the provided time and the content of the provided service.

  The “road alignment information” is information representing the linear structure of the road around the installation intersection position including the installation intersection, and includes information on the position of the installation intersection. For example, “road alignment information” includes the center position (latitude / longitude) of the installed intersection as the positioning result of the satellite positioning system, the distance to the predetermined structural change point based on the center position of the installed intersection, and the dimension of the road alignment And the like. The predetermined structural change point mentioned here is a direction change point at which the direction of the road changes such as an intersection, a dead end, a curve entrance, or a road shape change point.

  “Signal information” is signal control information of the intersections around and around the installation intersection. The signal color state of the traffic lights, the display order of the lamp colors, the cycle length of one signal cycle, and each lamp color in one cycle. This is information such as the ratio of given time and the remaining number of seconds.

  The “signal information” may include an offset that is a deviation of the blue start time from the traffic signal at the installed intersection as the signal control information of the traffic signal at the intersection around the installed intersection position. The configuration including the offset in the “signal information” is a configuration only when the traffic signal at the installed intersection and the traffic signal at the intersection around the installed intersection position are controlled by a known control method called system control, for example. do it.

  “Signal event expression information” is information indicating the stop line position of the installation intersection, and is the position coordinates of the stop line and the distance from the target intersection. The “signal event expression information” may include information indicating the stop line position of the intersection around the installed intersection position. Hereinafter, “signal information” and “signal event expression information” are collectively referred to as traffic signal information.

  In addition, it is good also as a structure which acquires the signal information of the traffic signal of intersections other than an installation intersection from the server of the traffic control center which is not shown in figure, and transmits with the signal information of an installation intersection.

  Then, the structure of the vehicle-mounted apparatus 2 is demonstrated using FIG. The in-vehicle device 2 is fixed or carried on a vehicle such as an automobile, and is connected to the wheel speed sensor 3, the gyroscope 4, the rudder angle sensor 5, and the winker switch 6 so as to exchange electronic information. Has been. For example, in this embodiment, it is assumed that the in-vehicle device 2, the wheel speed sensor 3, the gyroscope 4, and the rudder angle sensor 5 are connected by an in-vehicle LAN 7 that complies with a communication protocol such as CAN (controller area network).

  Needless to say, the wheel speed sensor 3, the gyroscope 4, the steering angle sensor 5, and the winker switch 6 are not limited to the configuration connected to the in-vehicle device 2 via the in-vehicle LAN 7, but may be configured to be connected by a Zika line. Yes.

  The wheel speed sensor 3 is a sensor that sequentially detects the speed of the host vehicle from the rotation speed of each rolling wheel, and outputs the detected host vehicle speed to the in-vehicle LAN 7. The gyroscope 4 is a sensor that sequentially detects the angular velocity around the vertical direction of the host vehicle, and outputs the detected angular velocity to the in-vehicle LAN 7. The steering angle sensor 5 is a sensor that sequentially detects information on the steering angle of the steering of the host vehicle, and outputs information on the detected steering angle to the in-vehicle LAN 7.

  The winker switch 6 is a switch for detecting a lamp lighting operation of the direction indicator by the driver (that is, a winker lamp lighting operation), and is provided to detect the lighting operation of the left and right winker lamps. . When the blinker lamp lighting operation is performed, a signal indicating that the blinker switch 6 on which the lighting operation has been performed is in an ON state is output to the in-vehicle LAN 7.

  The in-vehicle device 2 includes a wireless communication unit 21, an interface unit (I / F unit) 22, a position specifying unit 23, a display unit 24, an audio output unit 25, a database 26, and a control unit 27.

  The wireless communication unit 21 includes a known antenna and receives intersection information transmitted from the roadside device 1. That is, road-vehicle communication is performed with the roadside machine 1. Further, the wireless communication unit 21 inputs the intersection information received from the roadside device 1 to the control unit 27.

  In this example, the wireless communication unit 21 is an optical beacon receiver, and when passing under the roadside device 1 as an optical beacon arranged before the intersection, an intersection that is subject to driving assistance from the roadside device 1 Information on the distance to the intersection (hereinafter referred to as the service target intersection), information on the current position (specifically, the position of the roadside machine 1), intersection information, and the like are received. The position of the roadside machine 1 is represented by, for example, latitude / longitude coordinates.

  In addition, when the receiver of satellite positioning systems, such as a GPS receiver, is mounted in the own vehicle, it is good also as a structure which measures a present position using a GPS receiver.

  The I / F unit 22 is an interface for communicating with various sensors and various devices such as a wheel speed sensor 3, a gyroscope 4, a rudder angle sensor 5, and a winker switch 6 mounted on the vehicle.

  The position specifying unit 23 specifies the current position and traveling direction of the host vehicle based on detection signals from the wheel speed sensor 3, the gyroscope 4, the wireless communication unit 21, and the like, and inputs the specified data to the control unit 27.

  The display unit 24 displays text and images, and is capable of full color display, for example, and can be configured using a liquid crystal display, an organic EL display, a plasma display, a head-up display, or the like. The audio output unit 25 includes a speaker or the like, and outputs audio according to instructions from the control unit 27.

  The database 26 is a storage device for storing intersection information received from the roadside device 1, and a rewritable nonvolatile storage device such as a flash memory or a hard disk drive is used. The intersection information stored in the database 26 is used for driving support control executed when passing a traffic signal corresponding to the intersection information.

  The control unit 27 is mainly configured as a microcomputer, and each includes a known CPU, ROM, RAM, I / O, and a bus connecting them. Note that the control unit 27 corresponds to the driver assistance device in the claims. In accordance with a program stored in the ROM or the like, the control unit 27 provides driving assistance (hereinafter referred to as green wave driving assistance) that allows the traffic light existing in the traveling direction of the vehicle to reach the service target intersection as much as possible while the light color is blue. ) Is executed. Therefore, the control unit 27 corresponds to the support means in the claims.

  Hereinafter, the distance from the vehicle to a predetermined position of the service target intersection is referred to as an intersection distance. The predetermined position of the service target intersection may be the center position of the service target intersection, or may be the stop line position on the vehicle entrance side of the service target intersection. In the present embodiment, the case where the predetermined position of the service target intersection is the stop line position on the own vehicle entrance side of the service target intersection will be described as an example.

  An example of green wave driving support will be described with reference to FIG. HV in FIG. 1 indicates the own vehicle, and S1 and S2 indicate traffic lights at the service target intersection. Hereinafter, the intersection where the S1 traffic light is installed is referred to as the S1 intersection, and the intersection where the S2 traffic light is installed is referred to as the S2 intersection. Further, it is assumed that the S1 intersection is the nearest intersection on the own vehicle route, and the S2 intersection is the second intersection on the own vehicle route.

  In the green wave driving support, when the vehicle on which the in-vehicle device 2 is mounted enters the S1 intersection, the vehicle receives traffic signal information about the S1 intersection and the S2 intersection from the roadside device 1 as an optical beacon, and S1 A process for notifying an appropriate target speed so as to pass through the intersection and the S2 intersection without stopping as much as possible is performed.

  Specifically, when the traffic light turns red when it reaches the S1 or S2 intersection at the current host vehicle speed, the display unit 24 is used to prompt the vehicle to accelerate or decelerate. It is possible to reach the S1 intersection and the S2 intersection when the state is blue. Further, if there is a speed at which the light can pass in a blue light state at both the S1 intersection and the S2 intersection, it is urged to drive at that speed. In the example of FIG. 1, the two intersections of the S1 intersection and the S2 intersection have been described. However, a configuration in which green wave traveling support is similarly performed for three or more intersections may be employed.

  Next, processing related to green wave driving support in the control unit 27 of the safe driving support system 100 will be described using the flowchart of FIG. The flow in FIG. 4 is a process that is started when the host vehicle reaches the base position, and is then repeatedly executed at a predetermined cycle (for example, every 100 to 500 ms).

  For example, what is necessary is just to set it as the structure which determines with having reached | attained the base point position, when it has detected passing under the roadside machine 1 as an optical beacon. The detection of passing under the roadside device 1 as an optical beacon may be performed when the wireless communication unit 21 receives information from the roadside device 1. In addition, when a receiver of a satellite positioning system such as a GPS receiver is mounted on the own vehicle, it may be determined that the base position has been reached when the coordinates of a predetermined positioning position are reached. In addition, when the operation input from the user to the operation switch group (not shown) for instructing the support start is performed, it may be determined that the base position has been reached.

  The flow of FIG. 4 may be configured to end when the stop line position on the entrance side of the last intersection on the route to be supported is reached or when the stop line position on the exit side of the intersection is exceeded. And it is good also as a structure which is complete | finished when deviating from the route used as assistance object on the way. The midway departure may be configured using a vertical distance from the current position of the vehicle to the road alignment determined by the “road alignment information” and a threshold value.

  First, in step S1, a base point intersection distance determination process is performed. In the base point intersection distance determination process, the distance from the base point position to the service target intersection (hereinafter, the base point intersection distance) is determined. For example, when the information on the distance from the optical beacon to the service target intersection can be acquired from the roadside device 1 as the optical beacon via the wireless communication unit 21, the acquired distance from the optical beacon to the service target intersection is calculated. What is necessary is just to set it as the distance between base point intersections.

  In addition, the intersection center position and stop line position included in the “road alignment information” and “signal event expression information” in the intersection information acquired from the roadside machine 1, and the optical beacon acquired from the roadside machine 1 It is good also as a structure which calculates the linear distance with the position of the roadside machine 1, and makes the calculated distance the distance between base intersections.

  In addition, when the roadside machine 1 is not an optical beacon but a device that transmits information in a radius of several hundred meters, for example, “road alignment information” in the intersection information acquired from the roadside machine 1 A straight line distance between the position of the center of the intersection or the stop line position included in the “signal event expression information” and the base position measured by the satellite positioning system may be calculated, and the calculated distance may be set as the distance between the base intersections. .

  In addition, information on the distance from the optical beacon to the service target intersection is acquired from the roadside device 1 as an optical beacon through the wireless communication unit 21, and the distance between the base intersections is calculated by the in-vehicle device 2. The “event expression information” may be configured to be sequentially acquired by the in-vehicle device 2 from the roadside device 1 other than the optical beacon (for example, a device that transmits information in a radius of several hundred meters).

  Therefore, the distance between the base intersections corresponds to the fixed distance in the claim, and the information on the distance from the optical beacon to the service target intersection, the “road alignment information” and the “signal event expression information” in the intersection information are fixed in the claim. This corresponds to distance determination information. Further, the control unit 27 corresponds to the roadside information acquisition unit in the claims, and the process in step S1 corresponds to the fixed distance determination unit in the claims.

  The distance between the base intersections is calculated for each service target intersection when there are a plurality of service target intersections on the route to be supported. For example, when the service target intersection is the S1 intersection and the S2 intersection described above, the calculation is performed for the S1 intersection and the S2 intersection.

  In step S2, the travel distance integrating process is started, and the process proceeds to step S3. In the travel distance integration process, the travel distance of the host vehicle from the base point position is calculated by sequentially calculating the travel distance of the host vehicle using the host vehicle speed and the travel time obtained sequentially from the wheel speed sensor 3. Is calculated. Therefore, the processing in step S2 corresponds to the travel distance calculation means in the claims. The traveling time may be configured to be counted by time measuring means (not shown).

  In step S3, the variable n is set to 1, and the process proceeds to step S4. Here, the variable n indicates the closest intersection on the traveling direction side of the own vehicle (limited to the one where the traffic light is arranged). That is, the intersection of n = 1 indicates the nearest intersection on the traveling direction side of the own vehicle.

  In step S4, the presence / absence of traffic signal information for the nth intersection is determined. As an example, it is determined that there is traffic signal information when the traffic signal information for the nth intersection is stored in the database 26 as intersection information, and it is determined that there is no traffic signal information when it is not stored. If it is determined that there is traffic signal information (YES in step S4), the process proceeds to step S5. On the other hand, if it is determined that there is no traffic signal information (NO in step S4), the flow ends.

  In step S5, an intersection distance calculation process is performed, and the process proceeds to step S6. In the intersection distance calculation process, the distance to the nth intersection is calculated by subtracting the travel distance of the vehicle from the base point position from the distance between the base point intersections for the nth intersection determined in the base point intersection distance determination process. calculate. Therefore, the process in step S5 corresponds to the intersection distance calculation means in the claims.

In step S6, an intersection arrival time calculation process is performed, and the process proceeds to step S7. In the intersection arrival time calculation processing, the arrival time t _nmax until reaching the n-th intersection at the preset upper limit speed V _max of the _host vehicle and the n-th intersection at the preset lower limit speed V _min of the host vehicle. The arrival time t _nmin until reaching is calculated. Therefore, the process of step S6 corresponds to the arrival remaining time calculating means in the claims.

t _nmax can be calculated by the following formula 1, and t _nmin can be calculated by the following formula 2. D _n of formula 1 and formula 2 are the intersection distance to n-th intersection, in the case of n = 1 becomes d _1.

Here, the upper limit speed V _max, sets the speed limit for the road on which the vehicle is traveling, the lower limit speed V _min, rate that does not interfere with the traffic flow (e.g., 30 km / h) the control unit 27 in advance What is necessary is just to set it as the structure to set. Incidentally, when the preceding vehicle is present, the slower speed of ones of the preceding vehicle speed and the road speed limit that the vehicle is traveling may be configured to set the upper limit speed V _max.

  When the speed limit of the road on which the host vehicle is traveling can be acquired from the roadside machine 1 together with the intersection information, the road speed limiter 1 may be configured to acquire the map data including the speed limit of the road. If it can be obtained from the vehicle, it may be configured to obtain from the in-vehicle navigation device or the like.

  As for the speed of the preceding vehicle, if the speed of the preceding vehicle can be acquired from the preceding vehicle by publicly known inter-vehicle communication, it may be configured to acquire from the preceding vehicle, or the preceding vehicle's speed may be determined by a radar provided in the own vehicle. When the relative speed can be detected, a configuration may be adopted in which the relative speed is obtained by calculating from the relative speed of the preceding vehicle detected by the radar or the like and the own vehicle speed.

  In step S7, a lamp color time calculation process is performed, and the process proceeds to step S8. In the lamp color time calculation process, the traffic signal information about the nth intersection received from the roadside device 1 and stored in the database 26 is read, and the “signal information” and the “signal information” of the traffic signal information are read out. The blue light color time is calculated from the elapsed time since reception. Therefore, the control unit 27 corresponds to the traffic light information acquisition means in the claims, and this step S7 corresponds to the lamp color time calculation means.

Blue light color time, traffic in the n-th intersection time becomes blue _{(hereinafter, tG nStart)} from, the n-th intersection time blue traffic light is completed _{(hereinafter, tG nend)} and time to. tG _nStart is _{tG 1 start} next For n = _{1, tG nend} is, n = 1 becomes _{tG 1end.}

  Note that the blue light color time here is not limited to the time when the traffic light is in a so-called green light state, but the red light color of the traffic light and the blue arrow indicating straight ahead are lit. It is good also as a structure also including time.

  Further, when the “signal information” is the above-described offset, the nth intersection from the elapsed time since the reception of the “signal information”, the blue light color time of the reference intersection, and the offset The blue light color time may be calculated.

  In step S8, a course change estimation process is performed, and the process proceeds to step S9. The processing in step S8 corresponds to the course change estimation means in the claims. In the course change estimation process, the course change of the host vehicle is estimated from the driving operation status of the host vehicle.

  As an example, when the absolute value of the steering angle of the host vehicle with respect to the normal position of the steering of the host vehicle is equal to or greater than the threshold value, the course of the host vehicle is changed when the turn signal switch 6 is turned on. May be configured to estimate.

  The threshold value here is a value that can be arbitrarily set. For example, a value that is about the minimum steering angle that can be taken when the steering is steered from the normal position to the left or right when the course is changed may be set. . As for the steering angle, the left steering angle from the positive position takes a positive value, and the right steering angle takes a negative value. Further, the control unit 27 performs the steering angle threshold determination using a value acquired from the steering angle sensor 5, and performs the on / off determination of the winker switch 6 using a signal acquired from the winker switch 6.

  According to this, when the absolute value of the steering angle of the host vehicle is equal to or greater than the threshold value and the winker switch 6 is turned on, the condition is that only one of them is the condition. In comparison, it is possible to improve the accuracy of the route change estimation.

  For example, in the course change estimation process, the vehicle's driving operation status from the end of the previous process of this flow repeatedly executed at a predetermined cycle until the start of the current course change estimation process is determined. What is necessary is just to set it as the structure which estimates a course change.

  Further, in the course change estimation process, the course change is estimated only when it is determined that the absolute value of the steering angle of the host vehicle with respect to the normal position of the steering of the host vehicle is equal to or greater than the threshold value (hereinafter, modified example) 1). In addition, a configuration (hereinafter, modified example 2) that estimates a course change only by determining that the winker switch 6 is turned on may be used.

  In step S9, when it is estimated that there is a course change in the course change estimation process (YES in step S9), the process proceeds to step S10. On the other hand, when it is not estimated that there is a course change (NO in step S9), the process proceeds to step S11.

In step S10, time correction processing is performed, and the process proceeds to step S11. In the time correction process, correction is performed to subtract the blue lamp color time calculated in the lamp color time calculation process. For example, the configuration may be such that tG _nstart is left as it is, and the blue light color time is subtracted by subtracting tG _nend .

In the time correction process, a correction may be made in which the blue lamp color time calculated in the lamp color time calculation process is not subtracted but added to the arrival time calculated in the intersection arrival time calculation process. For example, the correction may be made by adding to both the arrival time t _nmax and the arrival time t _nmin , or the correction may be made by adding only to the arrival time t _nmax . The processing in step S10 corresponds to the first correcting means in the claims.

  The correction amount subtracted from the blue lamp color time calculated in the lamp color remaining time calculation process may be the same as the correction amount added to the arrival time calculated in the intersection arrival time calculation process. For example, the correction amount may be a predetermined fixed value such as 0.5 seconds.

In step S11, it is determined whether or not at least a part of the time from the arrival time t _nmax to the arrival time t _nmin is included in the range of the blue light color time of the nth intersection. As an example _to determine whether it satisfies the relation t nmax _{<tG nend,} and _{t nmin> tG nstart.} Wherein _{the tG nend,} t _nmax, the value of _{t nmin} is, when correction is performed by the time correction processing is assumed to use the corrected value.

  And when it determines with satisfy | filling the said relationship (it is YES at step S11), the own vehicle can pass through without stopping the nth intersection (that is, the lamp color at the time of arrival at an intersection is blue). And the process proceeds to step S12.

  On the other hand, if it is determined that the above relationship is not satisfied (NO in step S11), it is impossible for the vehicle to pass through without stopping at the n-th intersection (that is, the lamp color when reaching the intersection) Is not blue) and the flow ends. In this case, as described above, the display unit 24 and the audio output unit 25 may be used to prompt the vehicle to stop at the stop line position at the nth intersection.

In step S12, a target speed calculation process is performed, and the process proceeds to step S13. In the target speed calculation process, first, when n = 1, target speeds V _1max and V _1min are calculated by the following formulas 3 and 4. Then, the calculated V _1max is set as an initial value of a common target speed upper limit value V _{adjustmax at} a plurality of service target intersections, and the calculated V _1min is set as an initial value of a common target speed lower limit value V _{adjustmin at} a plurality of service target intersections.

For Equation 3, it means that the smaller value of the previous term and the subsequent term separated by a comma “,” is adopted as V _1max , and for Equation 4, the comma “,” This means that the larger value of the preceding term and the following term separated is adopted as V _{1 min} .

Next, in the case of n = 2 or later, the target speeds V _nmax and V _nmin are calculated by the following formulas 5 and 6.

Here, since Expression 5 and Expression 6 are target speeds when the vehicle passes only the nth intersection, in Step S13, the calculated target speed is the (n-1) th set target speed. It is determined whether it is within the range. As an example _to determine whether it satisfies _{V nmax <V} ajustmax, and _{V nmin>} the relationship _{V ajustmin.} If this relationship is not satisfied, it means that the vehicle cannot pass through the nth intersection at a constant speed.

  And when it determines with satisfy | filling the said relationship (it is YES at step S13), the passage to the nth intersection is possible at a fixed speed (that is, within the range of the target speed set to the (n-1) th). ), The process proceeds to step S14. On the other hand, if it is determined that the above relationship is not satisfied (NO in step S13), if it is not within the range of the target speed set in the (n-1) th in step S210, up to the nth at a constant speed. Assuming that it is impossible to pass through the intersection, the flow ends.

In step S14, V _adjustmax and V _adjustmin are selected by the following formulas 7 and 8. Then, the target speed calculated in the past is overwritten and updated with the target speed selected in the current process, and the process proceeds to step S15.

  In step S15, the variable n is incremented, and the process returns to the flow of step S4, and the processes after step S4 are repeated for the (n + 1) th intersection.

  It is assumed that the target speed calculated in the previous process is discarded every time the process of the flow of FIG. 4 ends. Therefore, if a new target speed is calculated in the current process, the target speed is maintained. If a new target speed is not calculated in the current process, there is no target speed.

As shown in FIG. 5 (a) and FIG. 6 (a), when the vehicle changes its lane or avoids an obstacle to change the course, the vehicle is not approaching the service target intersection. not integrated travel distance from the base point increases, becomes shorter than the intersection distance d _n is the actual intersection distance calculated on the basis of the reference point intersection between the distance and the accumulated running distance is a fixed distance.

When crossing the distance d _n is calculated becomes shorter than the actual intersection distance, maximum speed V _max and the lower limit speed V _min and the arrival time calculated from been the intersection distance d _n is calculated t _nmax and arrival time t _nmin is also calculated smaller than the actual value.

When the arrival time t _nmax and the arrival time t _nmin are calculated to be smaller than the actual time, the vehicle reaches the predetermined position of the service target intersection within the blue light time (tG _{nstart to} tG _nend ) of the service target intersection. In spite of being unable to do so, driving assistance is performed as something that can be reached.

On the other hand, in the configuration of the first embodiment, when it is estimated that the vehicle has changed its course, a fixed value is set to at least the arrival time t _nmax of the arrival time t _nmax and the arrival time t _nmin by the time correction process. Or a blue lamp color time (tG _{nstart to} tG _nend ) is subtracted by a fixed value. Since this correction is performed each time the course is changed, the correction amount increases as the number of course changes increases.

If correction is performed by adding a fixed value to the arrival time t _nmax or the arrival time t _nmin , even if the arrival time t _nmax and the arrival time t _nmin are calculated to be smaller than actual, correction can be performed to suppress the deviation. it can. Therefore, it becomes possible to determine with high accuracy whether or not the vehicle can reach the predetermined position of the service target intersection within the blue light color time, and the light color deviation at the time of reaching the service target intersection occurs. It becomes difficult.

In addition, if correction is performed by subtracting a fixed value from the blue lighting time (tG _{nstart to} tG _nend ), even if the arrival time t _nmax and the arrival time t _nmin are calculated to be smaller than actual, the blue lighting time The shift | offset | difference which includes the time range in which the own vehicle cannot reach the predetermined position of the service target intersection in the reachable time range can be suppressed. Therefore, it becomes possible to determine with high accuracy whether or not the vehicle can reach the predetermined position of the service target intersection within the blue light color time, and the light color deviation at the time of reaching the service target intersection occurs. It becomes difficult.

  In the present embodiment, the configuration in which the correction amount in the time correction process is a fixed value is shown, but the present invention is not necessarily limited thereto. For example, a configuration in which the correction amount is set to be small as the host vehicle speed obtained from the wheel speed sensor 3 increases (hereinafter, modified example 3) may be employed.

  As an example of the modified example 3, as the average value of the host vehicle speed increases from the end of the previous process of the present flow repeatedly executed at a predetermined cycle until the start of the current course change estimation process, What is necessary is just to set it as the structure which sets a small correction amount. For example, if the average value of the host vehicle speed is 40 km / h, the correction amount is 0.5 seconds, and if the average value of the host vehicle speed is 60 km / h, the correction amount is 0.3 seconds. Good.

Even if the intersection distance d _n is calculated becomes shorter than the actual intersection distance, as vehicle speed increases, the deviation between the actual value of the arrival time t _nmax and arrival time t _nmin to be calculated Get smaller. According to the configuration of the modified example 3, since the correction amount is set to be small as the host vehicle speed increases, only the amount corresponding to the difference between the calculated arrival time t _nmax and the actual value of the arrival time t _nmin is obtained. Correction can be performed. Therefore, the correction can be performed with higher accuracy than the configuration in which the correction is performed for a predetermined fixed value.

  In addition, the difference between the actual travel distance and the travel distance when traveling straight on the road is calculated from the steering angle of the host vehicle, the own vehicle speed, and the travel time (that is, the elapsed time), which corresponds to the difference. It is good also as a structure (henceforth the modification 4) which makes time required for driving | running | working distance a correction amount. The time required for traveling the distance corresponding to the difference may be calculated from the average value of the vehicle speed and the difference. The calculation example of the difference will be described in detail as follows.

  First, based on the steering angle of the host vehicle, the host vehicle speed, and the elapsed time, the travel distance of the host vehicle when traveling straight (referred to as l1) and the travel distance of the host vehicle when traveling forward after changing the course (l2) The difference is calculated. Specifically, the distance actually traveled during the time from the start of turning of the steering (the steering angle at this time is θ1) to the start of turning back of the steering (the steering angle at this time is θ2) is the travel distance. Calculate as l2.

  The steering angle θ1 may be configured to use a value when the steering angle of the host vehicle reaches the threshold value in the threshold determination described above, and the steering angle θ2 is determined based on a change in the steering angle of the host vehicle. (See FIGS. 5A to 6B). In addition, HV of FIG. 5 (a) and FIG. 6 (a) is an own vehicle, and OV of FIG. 6 (a) is a parked vehicle. FIG. 5B is a diagram showing a change in the steering angle in the case shown in FIG. 5A, and FIG. 6B is a diagram showing a change in the steering angle in the case shown in FIG. 6A. is there.

  Subsequently, the line segment corresponding to the travel distance l2 is the hypotenuse of a right triangle, and the absolute value (| θ2-θ1 |) of the angle obtained by subtracting the steering angle θ1 from the steering angle θ2 is the line segment corresponding to the travel distance l1. The acute distance between the line segment corresponding to the travel distance l2 is used, and the travel distance l1 is calculated using a trigonometric function (see FIG. 7). Then, the difference between the calculated travel distance l1 and the travel distance l2 is calculated.

  According to the configuration of the modified example 4, the difference between the traveling distance of the own vehicle when traveling straight ahead and the traveling distance of the own vehicle when traveling after changing the course is calculated, and the traveling of the distance corresponding to the difference is calculated. Since the correction is performed for the time, the correction can be performed with higher accuracy than the configuration in which the correction is performed for a predetermined fixed value.

  In addition to the time correction process, the correction amount is increased in accordance with an increase in the duration of time that the turn signal switch 6 is turned on from the time when it is determined that the turn signal switch 6 of the own vehicle is turned on. It is good also as a structure (modification 5).

  In addition, the control unit 27 estimates the number of lane changes from the continuation time that the turn signal switch 6 is turned on from the time when it is determined that the turn signal switch 6 of the own vehicle is turned on, and the estimated number of lane changes increases. The correction amount may be increased according to the above (Modification 6). Therefore, the control unit 27 corresponds to the lane change number estimating means in the claims.

  The number of lane changes is, for example, 0 lane when the duration is less than the first predetermined time, 1 lane when the duration is less than the first predetermined time and less than the second predetermined time, What is necessary is just to set it as the structure estimated to be 2 lanes when less than 3 predetermined time, and when it is more than 3rd predetermined time. For the first predetermined time, the second predetermined time, and the third predetermined time, the time required for changing the lanes of the first lane, the second lane, and the third lane after the turn-on switch 6 is turned on is obtained by experiment or simulation. To be set.

  In addition, when the number of lanes of a running road can be determined from the “road alignment information” acquired via the wireless communication unit 21, processing according to the determined number of lanes may be performed. For example, when the number of lanes is 1, it is configured not to perform the process of estimating the number of lane changes, or when the number of lanes is 2, the configuration is estimated to be 2 lanes if it is equal to or longer than the second predetermined time. Just do it.

  According to the configurations of the modification examples 5 and 6, the travel distance of the host vehicle when the vehicle travels straight from the continuation time that the turn signal switch 6 is turned on without using the information of the steering angle of the host vehicle. Then, it is possible to estimate a distance roughly corresponding to the difference with the travel distance of the own vehicle when traveling after changing the course, and to perform correction for the travel time of this distance. Therefore, the correction can be performed with higher accuracy than the configuration in which the correction is performed for a predetermined fixed value.

  Further, in addition to the above-described time correction processing, when the rate of change of the steering angle of the host vehicle per unit time is equal to or greater than a threshold value, the control unit 27 determines that the steering wheel is a sudden handle, and further increases the correction amount (hereinafter, referred to as the following) Modification 7) is also possible. Therefore, the control unit 27 corresponds to the sudden handle determination means in the claims.

  This is because overshoot occurs due to vehicle shake when the steering wheel is sharp, and the difference between the travel distance of the vehicle when traveling straight ahead and the travel distance of the vehicle when traveling forward after changing the course is further increased. This is because there is a possibility. The threshold mentioned here is a value that can be arbitrarily set, and is set in consideration of the rate of change per unit time of the steering angle at the time of steep steering.

  As a method of calculating by further reducing the accumulated travel distance when it is determined that the steering wheel is a sudden handle, a configuration in which the distance to be subtracted from the accumulated travel distance in the travel distance correction process is multiplied by a predetermined coefficient and the distance to be subtracted is increased. do it. In addition, the above-mentioned traveling distance l2 may be multiplied by a predetermined coefficient to increase the distance to be subtracted, or a predetermined coefficient may be added to the difference obtained by subtracting the above-mentioned traveling distance l1 from the above-mentioned traveling distance l2. Multiplying and subtracting distance may be used.

  The coefficient referred to here is a value that can be arbitrarily set, and may be set in consideration of an extra mileage due to the shake of the vehicle at the time of steep steering. According to the configuration of the modified example 7, it is possible to perform correction in consideration of an excessive travel distance due to vehicle shake at the time of sudden steering, so that correction can be performed with higher accuracy.

  In addition, as the own vehicle speed increases, the vehicle shake at the time of sudden steering increases. Therefore, when the vehicle is determined to be sudden steering, the above-described coefficient is increased as the own vehicle speed increases to further increase the correction amount (hereinafter, Modification 8) is also possible. What is necessary is just to set it as the structure acquired from the wheel speed sensor 3 about the own vehicle speed. According to the configuration of the modified example 8, the correction can be performed in consideration of the vehicle travel at the time of the sudden steering and the extra travel distance according to the own vehicle speed, so that the correction can be performed with higher accuracy.

  In addition, the correction amount may be further increased (Modification 9) when the time from the start of the steering of the vehicle to the return of the steering is shorter or longer than a predetermined numerical range. This is because if the time from the start of turning the steering wheel to the turning back time is too long, the distance traveled diagonally becomes longer, and the traveling distance of the vehicle when traveling straight ahead and when traveling after changing the course This is because the difference from the traveling distance of the own vehicle becomes larger. As described above, when the steering wheel has a short time from the start of turning to the turning back, the steering is short.

  The time from the start of the steering of the host vehicle to the return of the steering may be calculated by the control unit 27 using the steering angle θ1 and the steering angle θ2. Therefore, the control unit 27 corresponds to the steering time calculation means in the claims. The predetermined numerical range here is a value that can be arbitrarily set. According to the configuration of the modified example 9, it is possible to correct an excessive travel distance when the time from the start of turning the steering of the own vehicle to the return is too short or too long. Correction can be performed with high accuracy.

  Moreover, it is good also as a structure (modification 10) which further increases a correction amount, so that the frequency | count that the acceleration of the own vehicle becomes more than predetermined value increases. This is because it is considered that traveling at the same distance is faster when the acceleration is repeated more frequently than when traveling at a constant speed. The acceleration of the host vehicle may be obtained by differentiating the vehicle speed obtained by the wheel speed sensor 3, or may be obtained by an acceleration sensor (not shown).

  In addition, when the modification 3 and the modifications 5 to 10 are combined, a correction amount may be initially set according to the size of the host vehicle speed and added to the temporarily set correction amount. .

(Embodiment 2)
The present invention is not limited to the above-described embodiment, and the following second embodiment is also included in the technical scope of the present invention. Hereinafter, the second embodiment will be described with reference to FIG. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The safe driving support system 100 according to the second embodiment is the same as the safe driving support system 100 according to the first embodiment, except that a part of processing related to green wave driving support in the control unit 27 of the in-vehicle device 2 is different. More specifically, the safe driving support system 100 according to the second embodiment implements a point of performing correction as the travel distance from the base position becomes longer, instead of performing correction when estimating the course change of the host vehicle. This is different from the safe driving support system 100 of the first embodiment.

  Here, the process regarding the green wave driving support in the control unit 27 of the in-vehicle apparatus 2 according to the second embodiment will be described using the flowchart of FIG. The conditions for starting and ending the flow are the same as in the first embodiment.

  First, the processing from step S101 to step S107 is the same as the processing from step S1 to step S7 described above. Therefore, step S101 is the fixed distance determination means in the claims, step S102 is the travel distance calculation means in the claims, step S105 is the intersection distance calculation means in the claims, step S106 is the arrival time calculation means in the claims, and step S107 is This corresponds to the lighting time calculation means in the claims.

In step S108 following step S107, time correction processing is performed, and the flow proceeds to step S109. In the time correction process of step S108, a correction amount is determined according to the integrated travel distance, and the blue lamp color time calculated in the lamp color time calculation process is corrected by subtracting the correction amount. For example, the configuration may be such that tG _nstart is left as it is, and the blue light color time is subtracted by subtracting tG _nend .

The time correction process may be configured to perform correction by adding the correction amount to the arrival time calculated by the intersection arrival time calculation process, instead of subtracting the blue lamp color time calculated by the lamp color time calculation process. For example, the correction may be made by adding to both the arrival time t _nmax and the arrival time t _nmin , or the correction may be made by adding only to the arrival time t _nmax . The processing in step S108 corresponds to the second correcting means in the claims.

  As a method for determining the correction amount according to the accumulated travel distance, for example, a predetermined fixed value may be determined as the correction amount for each fixed travel distance. For example, it may be 0.5 seconds every 100 m. In addition, the time required to travel for the extra mileage is calculated from the extra mileage estimated by multiplying by a factor for each constant mileage and the average value of the vehicle speed at the fixed mileage. The determined time may be determined as the correction amount. For example, the coefficient may be 0.1 for 100 m.

  The processing from step S109 to step S113 is the same as the processing from step S11 to step S15 described above.

As the vehicle integrated travel distance from the base point position is long, the calculation error of the turning or meandering or travel distance, the intersection distance d _n is calculated based on the base point intersection between the distance and the accumulated running distance is a fixed distance This increases the probability and amount that the distance becomes shorter than the actual intersection distance. When crossing the distance d _n is calculated becomes shorter than the actual intersection distance, as described above, arrival time is calculated from the intersection distance d _n and the calculated maximum speed V _max and the lower limit speed V _min t _nmax and arrival time t _nmin are also calculated smaller than actual.

Then, the arrival time t _nmax and the arrival time t _nmin are calculated to be smaller than the actual time, so that the vehicle is located at a predetermined position of the service target intersection within the blue light time (tG _{nstart to} tG _nend ) of the service target intersection. Despite being unreachable, driving assistance is performed as being reachable.

On the other hand, in the configuration of the second embodiment, as the accumulated travel distance becomes longer, the accumulated travel distance is obtained by at least the arrival time t _nmax of the arrival time t _nmax and the arrival time t _nmin by the time correction process. Correction for adding a value according to the above, or correction for subtracting the blue lamp color time (tG _{nstart to} tG _nend ) by a value according to the accumulated travel distance.

By performing the correction of adding the magnitude value of the corresponding to the accumulated running distance becomes long in arrival time _{t nmax} and arrival time _{t nmin,} if the arrival time _{t nmax} and arrival time _{t nmin} is calculated actually smaller than However, it can be corrected so as to suppress the deviation. Therefore, it becomes possible to determine with high accuracy whether or not the vehicle can reach the predetermined position of the service target intersection within the blue light color time, and the light color deviation at the time of reaching the service target intersection occurs. It becomes difficult.

Further, if correction is performed by subtracting the blue lamp color time (tG _{nstart to} tG _nend ) by a value corresponding to the increase in the accumulated travel distance, the arrival time t _nmax and the arrival time t _nmin are more than actual. Even when it is calculated to be small, it is possible to suppress a deviation in which the time range in which the vehicle cannot reach the predetermined position of the service target intersection within the blue light color time is included in the reachable time range. Therefore, it becomes possible to determine with high accuracy whether or not the vehicle can reach the predetermined position of the service target intersection within the blue light color time, and the light color deviation at the time of reaching the service target intersection occurs. It becomes difficult.

  In the second embodiment, the configuration in which only the value of the magnitude corresponding to the increase in the accumulated travel distance is corrected is shown, but the configuration is not necessarily limited thereto. For example, a configuration in which only a value corresponding to an increase in the number of passing intersections from the base point position estimated based on the accumulated travel distance is corrected (hereinafter, modified example 11) may be employed.

  As an example of the modification 11, the control unit 27 calculates the distance to each intersection on the route to be supported based on the “road alignment information” in the intersection information and the coordinates of the base point position. Subsequently, the number of passing intersections from the base point position is estimated based on the calculated distance to each intersection and the accumulated travel distance. For example, the number of passing intersections is estimated by counting the number of intersections whose distance from the base point position is shorter than the accumulated travel distance. Then, a correction amount is determined as the number of passing intersections increases, and correction is performed by time correction processing. Therefore, the control unit 27 corresponds to the passage number estimation means in the claims.

  The correction amount in Modification 11 is set to a larger value as the number of passing intersections increases. For example, a predetermined fixed value may be determined as the correction amount each time the number of passing intersections increases. What is necessary is just to set it as 1 second for every one number of passing intersections.

  Further, the correction amount may be determined according to the size of the passing intersection. For example, based on information such as the number of intersection lanes, the number of routes, the presence or absence of dedicated lanes, and whether or not under an overpass obtained from "road alignment information", the size of the intersection can be multiple, such as large, medium, and small. Classification may be made in stages, and the amount of correction may be increased as the size of the intersection increases.

  According to this, from the “road alignment information”, the distance between the intersections can be obtained only as the distance between the intersection centers but not between the stop line positions of each intersection. Even when the distance is calculated uniformly regardless of the size of the intersection, it is possible to perform correction according to the size of the passing intersection.

  In addition, when the control unit 27 can determine whether or not the type of intersection is a pedestrian-only intersection from the “road alignment information”, the pedestrian-specific intersection may be excluded from the number of passing intersections. As an intersection for exclusive use of a pedestrian, the intersection which has only a pedestrian exclusive use signal is mentioned, for example.

  In addition, it is good also as a structure which combines the above-mentioned modification 7, the modification 8, the modification 9, and the modification 10 with the structure of Embodiment 2 or the modification 11.

(Embodiment 3)
The present invention is not limited to the above-described embodiment, and the following third embodiment is also included in the technical scope of the present invention. Hereinafter, Embodiment 3 will be described with reference to FIG. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The safe driving support system 100 according to the third embodiment is the same as the safe driving support system 100 according to the first embodiment, except that a part of processing related to green wave driving support in the control unit 27 of the in-vehicle device 2 is different. More specifically, the safety driving support system 100 according to the third embodiment has a feature that the correction is performed when the traveling on the curved road is estimated instead of the correction when the course change of the host vehicle is estimated. This is different from the driving support system 100.

  Here, the process regarding the green wave driving support in the control unit 27 of the in-vehicle device 2 of the third embodiment will be described using the flowchart of FIG. The conditions for starting and ending the flow are the same as in the first embodiment.

  First, the processing of step S201 to step S207 is the same as the processing of step S1 to step S7 described above. In step S208 following step S207, a curve estimation process is performed, and the process proceeds to step S209.

  In the curve estimation process, for example, the existence of a curved road is estimated from “road alignment information” in the intersection information. For example, a configuration may be adopted in which estimation is performed based on the coordinates of a road shape change point (hereinafter referred to as a shape point) in the “road alignment information”. As a specific example, a configuration may be adopted in which a section from when the change in the slope of each straight line when the shape points are connected in a straight line to a predetermined threshold value or more and less than the threshold value is estimated as a curved road. .

  For example, in the curve road estimation process, it is estimated from the accumulated travel distance that the vehicle traveled between the end of the previous process of this flow repeatedly executed at a predetermined cycle and the start of the current course change estimation process. What is necessary is just to set it as the structure which estimates existence of a curve road from the shape point of an area. In addition, the curved road estimation process may be performed only once for the section between adjacent service target intersections, and may not be performed again until it is determined that the cumulative travel distance has shifted to the next section.

  Further, in the curved road estimation process, for example, the existence of a curved road may be estimated based on the steering angle of the host vehicle obtained from the steering angle sensor 5. For example, the existence of a curved road may be estimated when the steering angle becomes less than a predetermined threshold after a state where the steering angle of the host vehicle is equal to or greater than a predetermined threshold continues for a certain period of time.

  In step S209, when it is estimated that there is a curved road in the curve estimation process (YES in step S209), the process proceeds to step S210. On the other hand, when it is not estimated that there is a curved road (NO in step S209), the process proceeds to step S211.

In step S210, time correction processing is performed, and the process proceeds to step S211. In the time correction process in step S210, a correction amount is determined, and correction is performed by subtracting the blue lamp color time calculated in the lamp color time calculation process by the correction amount. For example, the configuration may be such that tG _nstart is left as it is, and the blue light color time is subtracted by subtracting tG _nend .

The time correction process may be configured to perform correction by adding the correction amount to the arrival time calculated by the intersection arrival time calculation process, instead of subtracting the blue lamp color time calculated by the lamp color time calculation process. For example, the correction may be made by adding to both the arrival time t _nmax and the arrival time t _nmin , or the correction may be made by adding only to the arrival time t _nmax .

  As a method for determining the correction amount, for example, when it is estimated that there is a curved road, a predetermined fixed value may be determined as the correction amount, or the correction amount may be increased as the number of estimated curved roads increases. It is good also as a structure to determine. Alternatively, a larger correction amount may be determined as the estimated size of the curved road is larger. The size of the curved road here is assumed to be, for example, the distance connecting the shape points in the estimated curved road.

  Alternatively, the correction amount may be determined according to the difference between the travel distance actually traveled on the estimated curved road and the sum of the distances of the straight lines connecting the shape points of the curved road.

  For example, in a configuration for estimating the presence of a curved road when the steering angle becomes less than a predetermined threshold after a state where the steering angle of the host vehicle is equal to or greater than a predetermined threshold continues for a certain time or longer, the following is performed. The correction amount may be determined.

  The travel distance actually traveled on the estimated curve road (hereinafter referred to as the actual travel distance in the curve) is less than the predetermined threshold after the state where the steering angle of the host vehicle is equal to or greater than a predetermined threshold for a predetermined time or longer. Is obtained by calculating the travel distance until the vehicle becomes the vehicle speed and the travel time. The sum of the distances of the straight lines connecting the estimated shape points of the curved road (hereinafter referred to as the distance between the shape points in the curve) is calculated based on the coordinates of the shape points. Ask.

  Then, from the difference between the calculated actual travel distance in the curve and the calculated distance between the shape points in the curve, and the average value of the own vehicle speed on the estimated curve road, the time required to travel the distance of the difference is calculated, The calculated time is determined as a correction amount.

  When the actual travel distance in the curve is L and the straight lines connecting the shape points of the curve road are l3, l4, and l5, the above difference is calculated by the equation L− (l3 + l4 + l5) (see FIG. 10). . Note that A in FIG. 10 indicates a base point position, B, C, D, E, F, and G indicate shape points, and shape points CD, E, and F correspond to shape points on a curved road.

  Note that the actual travel distance in the curve is determined by the control unit 27 after passing the shape point at the entrance position of the curve road (see C in FIG. 10), and then the shape point at the exit position of the curve road (see F in FIG. 10). It is good also as a structure calculated | required by calculating the travel distance until it determines by the control part 27 by the passage of No ..

  The passing determination of the shape point at the entrance position of the curved road may be performed when the coordinates of the positioning position by the satellite positioning system are within a predetermined range from the coordinates of the shape point of the entrance position of the curved road. In addition, when the accumulated travel distance reaches the linear distance from the coordinates of the base point position to the coordinates of the shape point of the entrance position of the curved road, it is possible to determine whether or not the shape point of the entrance position of the curved road is passed. Good.

  Further, the passage determination of the shape point at the exit position of the curved road may be performed when the coordinates of the positioning position by the satellite positioning system are within a predetermined range from the coordinates of the shape point of the exit position of the curved road. . In addition, after determining whether or not the shape point at the entrance position of the curved road is passed, if the steering angle of the vehicle is less than a predetermined threshold, the configuration is performed to determine whether or not the shape point at the exit position of the curved road is passed. It is good.

  The process of step S211 to step S215 is the same as the process of step S11 to step S15 described above.

  If the distance between the base point intersections is the straight line distance between the base point position and the service target intersection, or the sum of the distances of straight lines connecting adjacent shape points, the distance between the base point position and the service target intersection When a curved road is included, even if the vehicle travels along a road, a deviation occurs between the distance between the base intersections and the actual travel distance.

Therefore, it would be calculated shorter than the intersection distance d _n is the actual intersection distance calculated on the basis of the reference point intersection between the distance and the accumulated running distance is a fixed distance. When crossing the distance d _n is calculated becomes shorter than the actual intersection distance, as described above, arrival time is calculated from the intersection distance d _n and the calculated maximum speed V _max and the lower limit speed V _min t _nmax and arrival time t _nmin are also calculated smaller than actual.

Then, the arrival time t _nmax and the arrival time t _nmin are calculated to be smaller than the actual time, so that the vehicle is located at a predetermined position of the service target intersection within the blue light time (tG _{nstart to} tG _nend ) of the service target intersection. Despite being unreachable, driving assistance is performed as being reachable.

On the other hand, in the configuration of the third embodiment, when there is a curved road, a correction for adding at least the arrival time t _nmax of the arrival time t _nmax and the arrival time t _nmin by the time correction process, or blue correction is performed to subtract the light color time _{(tG nstart ~tG nend).}

By performing the correction to be added to the arrival time _{t nmax} and arrival time _{t nmin,} even if the arrival time _{t nmax} and arrival time _{t nmin} is calculated actually smaller than can be corrected so as to suppress the deviation. Therefore, it becomes possible to determine with high accuracy whether or not the vehicle can reach the predetermined position of the service target intersection within the blue light color time, and the light color deviation at the time of reaching the service target intersection occurs. It becomes difficult.

Further, if correction is performed to subtract the blue light color time (tG _{nstart to} tG _nend ), even if the arrival time t _nmax and the arrival time t _nmin are calculated to be smaller than the actual time, It is possible to suppress a deviation in which the time range in which the own vehicle cannot reach the predetermined position of the service target intersection is included in the reachable time range. Therefore, it becomes possible to determine with high accuracy whether or not the vehicle can reach the predetermined position of the service target intersection within the blue light color time, and the light color deviation at the time of reaching the service target intersection occurs. It becomes difficult.

  In addition, it is good also as a structure which combines the above-mentioned modification 7, the modification 8, the modification 9, and the modification 10 with the structure of Embodiment 3.

  In the above-described embodiment, the configuration in which the control unit 27 acquires the traffic signal information from the roadside device 1 via the wireless communication unit 21 has been described, but the configuration is not necessarily limited thereto. For example, it is good also as a structure which the control part 27 acquires by storing signal apparatus information beforehand in non-volatile memories, such as the database 26 of the vehicle equipment 2, and reading from this memory.

  As an example, the coordinates of the service target intersection, the light color state (light color, estimated remaining number of seconds of the light color, etc.) of the traffic light arranged at the service target intersection, the display order of the light color, the cycle of the signal 1 What is necessary is just to make it the structure which stores beforehand the information of the ratio of the time given to each lamp color in cycle length and 1 cycle.

  Moreover, in the above-described embodiment, the configuration in which the calculated target speed is notified is shown, but this is not necessarily the case. For example, a configuration may be adopted in which a brake actuator and a throttle actuator (not shown) are automatically controlled so as to achieve the calculated target speed.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Roadside machine, 27 Control part (driver assistance apparatus, roadside information acquisition means, support means, traffic signal information acquisition means), S1 fixed distance determination means, S2 travel distance calculation means, S5 intersection distance calculation means, S6 calculation of remaining arrival time Means, S7 lighting time calculation means, S8 course change estimation means, S10 first correction means, S101 fixed distance determination means, S102 travel distance calculation means, S105 intersection distance calculation means, S106 remaining arrival time calculation means, S107 lighting time calculation means , S108 Second correction means

Claims (10)

Used in vehicles,
Roadside information acquisition means (27) for acquiring fixed distance determination information that can be determined from the base point position to a predetermined position of the service target intersection, transmitted from the roadside machine (1) by road-to-vehicle communication;
Traffic signal information acquisition means (27) for acquiring traffic signal information including information on current and future lamp colors and durations of the respective lamp colors existing in the traveling direction of the vehicle;
Fixed distance determining means (27, S1) for determining the fixed distance from the fixed distance determining information acquired by the roadside information acquiring means;
Travel distance calculation means (27, S2) for sequentially calculating the travel distance of the vehicle from the base point position;
Intersection distance calculation that sequentially calculates the intersection distance, which is the distance from the vehicle to the predetermined position of the service target intersection, based on the fixed distance determined by the fixed distance determination means and the travel distance calculated by the travel distance calculation means Means (27, S5);
From the speed limit of the road on which the vehicle is traveling, the upper limit speed, which is the slower speed of the speed of the preceding vehicle, the lower limit speed set to a speed that does not interfere with traffic flow, and the intersection distance calculated by the intersection distance calculation means A remaining arrival time calculating means (27, S6) for calculating an upper limit value and a lower limit value of the remaining time until the predetermined position of the service target intersection is reached;
Lighting time calculation means (27, S7) for calculating the lighting time of the blue light color of the traffic light at the intersection targeted for service from the traffic signal information acquired by the traffic signal information acquisition means;
Based on the upper limit value and lower limit value of the remaining time calculated by the arrival remaining time calculating means and the lighting time of the blue light color calculated by the lighting time calculating means, the service target is in between the blue color of the traffic light. a driver assistance device for determining if it is reachable in the intersection (27),
A course change estimating means (27, S8) for estimating a course change of the own vehicle from the driving operation status of the own vehicle;
When the course change is estimated by the course change estimation means, a correction for adding the time required for the course change as a correction amount to at least the upper limit value of the remaining time upper limit value and the lower limit value calculated by the arrival remaining time calculation means; And a first correction means (27, S10) that performs any one of corrections for subtracting the correction amount from the lighting time calculated by the lighting time calculation means. In claim 1,
Said first correcting means, in response to the vehicle speed increases, the driver assist system and performs a correction by setting small the complement Seiryo. In claim 1 or 2,
The route change estimating means estimates the route change of the own vehicle based on the fact that the absolute value of the steering angle of the own vehicle based on the normal position is equal to or greater than a threshold value. . In claim 3,
The course change estimating means estimates the course change of the host vehicle when the absolute value of the steering angle of the host vehicle with respect to the normal position is equal to or greater than the threshold value and the turn signal switch is turned on. A driver assistance device characterized by that. In claim 1 or 2,
The driver assistance apparatus characterized in that the course change estimation means estimates a course change of the own vehicle based on the turn signal switch of the own vehicle being turned on. In claim 4 or 5,
Lane change number estimation means (27) for estimating the number of lane changes in the course change based on the duration of time when the turn signal switch of the own vehicle is on,
Wherein the first correction unit, when estimating the course change in the course change estimating means, that according to the number of lane change estimated by the lane-change number estimating means increases, thereby increasing the auxiliary Seiryo A driver assistance device characterized. In any one of Claims 1-6,
A sudden handle determination means (27) for determining a sudden handle when the rate of change of the steering angle of the host vehicle per unit time is equal to or greater than a threshold;
Wherein the first correction means, when it is determined that the sudden steering with abrupt steering judging means, driver assistance apparatus characterized by further increasing the complement Seiryo. In any one of Claims 1-6,
Steering time calculation means (27) for calculating the time from the start of the steering of the own vehicle to the return of the steering,
Wherein the first correction means, time calculated by the steering time calculation unit is shorter or when longer than a predetermined numerical range, the driver assist apparatus characterized by further increasing the complement Seiryo. Used in vehicles,
Roadside information acquisition means (27) for acquiring fixed distance determination information that can be determined from the base point position to a predetermined position of the service target intersection, transmitted from the roadside machine (1) by road-to-vehicle communication;
Traffic signal information acquisition means (27) for acquiring traffic signal information including information on current and future lamp colors and durations of the respective lamp colors existing in the traveling direction of the vehicle;
Fixed distance determining means (27, S101) for determining the fixed distance from the fixed distance determining information acquired by the roadside information acquiring means;
Travel distance calculation means (27, S102) for sequentially calculating the travel distance of the vehicle from the base point position;
Intersection distance calculation that sequentially calculates the intersection distance, which is the distance from the vehicle to the predetermined position of the service target intersection, based on the fixed distance determined by the fixed distance determination means and the travel distance calculated by the travel distance calculation means Means (27, S105);
From the speed limit of the road on which the vehicle is traveling, the upper limit speed, which is the slower speed of the speed of the preceding vehicle, the lower limit speed set to a speed that does not interfere with traffic flow, and the intersection distance calculated by the intersection distance calculation means A remaining arrival time calculating means (27, S106) for calculating an upper limit value and a lower limit value of the remaining time until the predetermined position of the service target intersection is reached;
Lighting time calculation means (27, S107) for calculating the lighting time of the blue light color of the traffic light at the intersection targeted for service from the traffic signal information acquired by the traffic signal information acquisition means;
Based on the upper limit value and lower limit value of the remaining time calculated by the arrival remaining time calculating means and the lighting time of the blue light color calculated by the lighting time calculating means, the service target is in between the blue color of the traffic light. a driver assistance device for determining if it is reachable in the intersection (27),
Correction for adding a correction amount that increases as the travel distance calculated by the travel distance calculation means increases to at least the upper limit value of the remaining time upper limit value and lower limit value calculated by the arrival remaining time calculation means; A driver assistance apparatus comprising: second correction means (27, S108) that performs any correction of subtracting the correction amount from the lighting time calculated by the lamp color remaining time calculation means. In claim 9,
Passage number estimation means (27) for estimating the number of intersections that the vehicle has passed from the base point position as the travel distance calculated by the travel distance calculation means increases.
Said second correction means, said in response to the intersection number estimated by the number of passes estimating means increases, driver assistance system, characterized in that to increase the complement Seiryo.

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