JP5830856B2 - Recommended speed provider - Google Patents

Description

  The present invention relates to a recommended speed providing device that provides a driver with a recommended speed suitable for a road on which the vehicle travels.

  The technique of Patent Literature 1 obtains the distance from the current position of the vehicle to the traffic signal installation intersection and the remaining time of the current signal state for the intersection in front of the host vehicle. And when the technique of patent document 1 determines from the acquired distance and the remaining time of the present signal state that it cannot pass an intersection with a green light when the current vehicle speed is maintained, it stops the intersection from the current position. Provides information on how to pass slowly and slowly stop at the stop line.

JP 2002-373396 A

The above prior art is a technique that recommends stopping at the stop line at the nearest intersection when it is determined that the current speed cannot pass the green light at the nearest intersection. As described above, the conventional technique cannot provide information for more appropriately passing one or more intersections ahead of the host vehicle when the vehicle cannot pass the previous intersection at the current vehicle speed. is there.
The present invention has been made paying attention to the above points. By providing a recommended speed for passing through one or more intersections ahead of the host vehicle, it is possible to realize smoother traveling. For the purpose.

In order to solve the above problems, the present invention acquires the intersection information relating to two or more intersection you located forward in the traveling direction of the vehicle, detecting at least the host vehicle speed as the vehicle state of the vehicle. In the present invention, the speed of the host vehicle is higher than a regulation speed set as a speed that is highly likely to pass through a plurality of intersections existing in the target service provision section with a green signal, and the intersection is a green signal. If it is determined that there is a speed that can be passed at or below the regulation speed, the driver is notified of the speed as a recommended speed.

  According to the present invention, even when the host vehicle cannot pass through the intersection with a green light at the current speed, the driver may be provided with a recommended speed that can pass through the intersection with a green light. Thus, according to the present invention, it is possible to realize smoother travel by providing the driver with recommended speeds for passing through one or more intersections ahead of the host vehicle as information. .

It is a figure explaining the system configuration | structure which concerns on embodiment based on this invention. It is a flowchart figure explaining the process of a recommended speed provision process part. It is a figure explaining calculation of remaining distance. It is a figure explaining a travel distance. It is a flowchart figure explaining the example of a recommended speed provision process. It is a conceptual diagram explaining a traffic zone map. It is a figure explaining a dilemma area. It is a conceptual diagram explaining a traffic zone map.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram for explaining the configuration of the host vehicle MM equipped with the recommended speed providing device according to the present embodiment and the infrastructure system.
First, the infrastructure system will be described.
A traffic signal 1 is installed at each intersection. The traffic signal 1 displays various signals according to the signal from the signal controller 2.

Based on the signal from the signal controller 2 that controls the traffic signal 1, the information provision determination device 3 generates and updates signal display information to be provided, information on the road alignment of the intersection registered in advance, and other intersection information. The intersection information is transmitted from the information transmission unit 4.
Here, the traffic signals 1 at a plurality of intersections existing in a predetermined service provision section are system-controlled.

The signal display information includes, for example, the scheduled light color time of each corresponding traffic signal 1 ( blue , yellow, red split times (time assigned to each signal display), current light color and its remaining second time, etc.) And a traffic signal lamp color misalignment time (offset) between adjacent traffic traffic lights 1. Further, the information regarding the road alignment at the intersection includes information on the distance to the corresponding intersection, information on the regulation speed set in advance on the road between the adjacent intersections, and the like.

The information transmission unit 4 of the present embodiment is a communication infrastructure on the road composed of an optical beacon, a DSRC beacon, and the like. The information transmission unit 4 transmits the intersection information generated and updated by the information provision determination device 3 toward each set transmission area.
Here, the information transmission part 4 can transmit the intersection information of the several intersection set to the preset service provision area.
In addition, the regulation speed is a speed set by laws and regulations or the like as a speed that is likely to be able to appropriately pass through a plurality of intersections existing in the target service provision section with a green light in consideration of the offset time and the like. is there.

Next, the host vehicle MM equipped with the recommended speed providing device will be described.
Reference numeral 10 denotes a brake pedal. The brake pedal 10 is an operator for a driver to give a braking instruction. The brake sensor 11 detects the state of the brake pedal 10.
Reference numeral 12 denotes a wheel speed sensor. The wheel speed sensor 12 detects the wheel speed. The vehicle speed of the host vehicle MM can be obtained from the wheel speed.

Reference numeral 13 denotes a shift position sensor . Shift position sensor 13 detects the shift command for the transmission indicated by the shift lever (shift command).
Reference numeral 14 denotes an accelerator pedal. The accelerator pedal 14 is an operator that gives a driver an acceleration instruction. The accelerator sensor 16 detects the state of the accelerator pedal 14.
The own vehicle MM includes an information receiving unit 20, a vehicle control unit 21, and an information providing unit 30.

The information receiving unit 20 receives the intersection information from the information transmitting unit 4. That is, the information receiving unit 20 performs road-to-vehicle communication with the information transmitting unit 4. The information receiving unit 20 is configured by a beacon antenna or a DSRC antenna, for example, and is installed on a dashboard of the vehicle. Here, the beacon antenna receives data from the optical beacon. Since the information from the optical beacon has directivity and is transmitted in a spot manner in a narrow range, the information accuracy is high.
The information providing unit 30 includes a display unit and a sound generation unit of the navigation device, and performs notification to the driver by display or sound based on a signal from the vehicle control unit 21.
Moreover, the vehicle control part 21 is comprised from 1 or 2 or more computers. The vehicle control unit 21 includes a vehicle state detection unit 21A and a recommended speed provision processing unit 21B.

The vehicle state detection unit 21A is a program that detects the state of the host vehicle MM based on a signal input through CAN communication. The vehicle state detection unit 21A detects at least the vehicle speed of the host vehicle MM as the vehicle state.
The recommended speed provision processing unit 21B determines whether a recommended speed exists based on the intersection information received by the information receiving unit 20 and the vehicle information detected by the vehicle state detecting unit 21A, and the recommended speed less than the current host vehicle speed. Is a program for providing the recommended speed to the driver through the information providing unit 30.

Next, the process of the recommended speed provision processing unit 21B will be described with reference to FIG.
The recommended speed provision processing unit 21B first inputs the intersection information received by the information receiving unit 20 in step S10. Thereafter, the process proceeds to step S20.
In step S20, it recognizes that it is a service provision area from the inputted intersection information. Thereafter, the process proceeds to step S30. If it is not a service providing section, the process ends.

  In step S30, the position of the own vehicle is determined from the road alignment information in the intersection information, and calculation of the remaining distance Lr from the own vehicle position to the stop line is started. That is, the remaining distance Lr is calculated based on the journey distance at the time when the intersection information is received, and updating is started. The remaining distance Lr is updated at a preset calculation cycle. A processing example and calculation of the remaining distance Lr will be described later.

In step S40, the process starts in synchronization with step S30, and starts counting down the number of remaining signal seconds of the traffic signal 1 from the time when the intersection information is received.
Next, in step S50, it is determined whether or not the vehicle has made a departure from the service target road that is currently targeted from the road alignment information and the traveling direction of the vehicle, and it is determined that the vehicle has made a departure. Then, the process ends. If there is no departure on the way, the process proceeds to step S60.

In step S60, it is determined whether or not the current speed of the host vehicle is greater than the regulated speed in the intersection information. If the current speed of the host vehicle is higher than the regulated speed, the process proceeds to step S70. If the current speed of the host vehicle is below the regulation speed, the process is terminated.
In step S70, a recommended speed providing process is performed. That is, in step S70, an appropriate traveling speed for passing through the intersection is calculated from the remaining distance Lr to the stop line, the traveling speed, the regulation speed, the signal lamp color state, and the remaining number of seconds, and the information providing unit as necessary. The information provision processing is performed via 30. The recommended speed provision process will be described later.

Next, an example of processing for calculating and updating the remaining distance Lr will be described with reference to FIG.
This process starts to calculate the travel distance Lp after passing the optical beacon on the road. That is, the calculation of the movement distance Lp is started from the timing when the light beacon passes. Also, the position directly below the beacon is calculated as a 0m point.
Then, the following processing is performed every preset calculation cycle (for example, 100 msec).

  First, in step S31, the travel distance Lp after passing a beacon on the road is calculated and updated. That is, as shown in FIG. 4, for each preset calculation cycle (for example, t = 100 msec), the moving distance per unit time is obtained by multiplying the own vehicle speed in the calculation cycle t by the calculation cycle t. Then, based on the following formula (1), the travel distance Lp is obtained by accumulating the travel distance per unit time.

here,
Vnowi: Current speed (vehicle speed) detected by the vehicle state detection unit 21A
t: Vnow calculation cycle.
Next, in step S32, based on the equation (2) based on the “travel distance Lp after passing the beacon” and the “distance L to the stop line” acquired by the information receiving unit 20, The remaining distance Lr to the line is calculated. Thereafter, the process returns, and step S31 is performed in the next control cycle.
Lr = L−Lp (2)

Next, a processing example of the recommended speed providing process performed in step S70 will be described with reference to FIG.
In the recommended speed providing process, first, in step S100, based on the signal information of each intersection (light color at the time of receiving data and the remaining number of seconds, red, blue, yellow split, offset), the target intersection For each intersection. Each split of red, blue, and yellow is a time for displaying each color, and is set to, for example, blue 15 seconds, yellow 3 seconds, and red 25 seconds. However, the split time may be set differently for each traffic signal 1. In addition, the current lamp color of each traffic signal 1 and the remaining number of seconds may be acquired for each traffic signal 1, but when the offset of the lamp color between the traffic signals 1 is set, Using the offset, the lamp color and the remaining number of seconds when the next traffic signal 1 data is received are obtained. Further, the origin of the pass band composed of the time ranges of the intersections is, for example, the timing when the intersection information is received, for example, the timing when the vehicle passes under the optical beacon.

Next, in step S105, the remaining distance Lr to each intersection from the time when the intersection information is received is acquired. Then, the passbands CS1 to CS4 for each intersection are created as a passband map with variables of distance and time as shown in FIG.
Next, in step S110, it is determined whether or not it is possible to pass in the blue at the nearest intersection at the current vehicle speed based on the passband map. If it is determined that the nearest intersection at the current vehicle speed can be passed in blue, the process ends. When it is determined that it is not possible to pass the front intersection in blue at the current vehicle speed, the processes of steps S120 and S200 are executed.

  Here, a method for determining whether or not the target intersection can be passed in blue at the current speed based on the passband map will be described. In the passband map, as shown in FIG. 6, the horizontal axis is distance and the vertical axis is time. In FIG. 6, CSi (i = 1 to 4) indicates the passbands CS1 to CS4 of each intersection formed by each time range.

  In the passband map shown in FIG. 6, since the horizontal axis is distance and the vertical axis is time, the inclination (gradient) corresponds to the speed of the host vehicle. Therefore, when a straight line with the current speed as an inclination passes through the corresponding passbands CS1 to CS4 in the passband map, it can be determined that the intersection of the passband can pass in blue. Similarly, for other speeds, it can be determined whether or not the target intersection can be passed in blue. As will be described later, the determination as to whether or not a plurality of intersections can be passed in blue is also subject to the speed corresponding to the slope (gradient) of the straight line passing through the passing zones CS1 to CS4 of the plurality of intersections. It becomes the speed that can pass through all the intersections with green light.

In step S120, it is determined based on the passband map whether it is possible to pass the blue intersection at the nearest intersection in the speed range equal to or lower than the regulation speed. The determination method can be determined by the method described above. If there is no speed that can pass in the blue color at the nearest intersection at the current vehicle speed within the speed range below the regulation speed, the process is terminated. If there is a speed that can pass through the nearest intersection at the current vehicle speed in blue within the speed range below the regulation speed, the process proceeds to step S130.
In step S130, a speed that has the smallest deviation from the regulated speed is determined as a recommended speed among the speeds that can pass through the nearest intersection in blue within the speed range below the regulated speed. In step S130, the recommended speed is notified to the driver through the information providing unit 30. Thereafter, the process ends.

On the other hand, in step S200, based on the current speed (Vnow) detected by the vehicle state detection unit 21A, as shown in the following equation (3), the current speed Vnow is periodically obtained to obtain the distance Ln required for the vehicle to stop. Start computation. The calculation period of the period calculation is, for example, 100 msec. Thereafter, the process proceeds to step S210.
Ln = Vnow × (Tp + Td) + Vnow ² / (2 × D)
... Formula (3)

Where Tp: In-vehicle device processing time (seconds)
(The initial value of Tp is 2 seconds, and settable values: 0 to 10 seconds can be set in 1 second increments.)
Td: Driver reaction time (seconds)
(The initial value of Td is 3 seconds, and settable values: 0 to 10 seconds can be set in 1 second increments.)
D: Deceleration (m / s ² )
(The initial value of D is 0.3G, and settable values: 0G to 0.5G can be set in increments of 0.05G.)
It is.

In step S210, based on the remaining distance Lr to the stop line and the current speed Vnow, for example, the estimated arrival time (Tt) to the stop line is calculated by the following equation (4). It is preferable that the remaining distance Lr is appropriately corrected based on data received when the vehicle is traveling just below the optical beacon. This is because the distance information received spot-wise from the optical beacon has higher accuracy.
Tt = Lr ÷ Vnow (formula 4)

In step S220, based on the blue remaining second time (Sb _-s ) and the estimated arrival time (Tt), it is confirmed whether or not there is a possibility that the signal may turn yellow before arrival at the stop line. Specifically, when the value obtained by subtracting the predicted arrival time (Tp) from the remaining blue time (Sb _-s ) is smaller than a preset setting value (Tγ), that is, when the following expression ( 5) is satisfied. Determines that it may turn yellow. If it is determined that there is a possibility of turning yellow, the process proceeds to step S230. If it is not determined that there is a possibility of turning yellow, the process ends.
Sb− _S− Tp <Tγ (5)

In step S230, a dilemma region for determining whether or not it is difficult to pass an intersection is determined by a yellow signal based on the position of the host vehicle MM and the host vehicle speed.
The dilemma area is an area where it is estimated that it is difficult to pass through the target intersection with a yellow signal.
That is, in step S230, the following equation (6) and equation (7) are determined according to the vehicle speed and the vehicle position when it is determined that there is a possibility of yellowing in step S220, and as shown in FIG. A region (shaded portion in FIG. 7) surrounded by the equations (5) and (6) is a dilemma region.
X1 = Y × V (6)
here,
Y: Yellow time length (for example, 3 seconds)
V: Vehicle speed when it is determined that there is a possibility of turning yellow (seconds)
It is.

X2 = τV + V ² / 2D Formula (7)
here,
V: Vehicle speed when it is determined that there is a possibility of turning yellow (seconds)
τ: Driver reaction time
(The initial value of τ is 3 seconds, and can be changed in increments of 1 second from 0 to 10 seconds.)
D: Deceleration
(The initial value of D is 0.3G, and can be changed in increments of 0.05G from 0.05G to 0.5G.)
It is.

  Then, in step S240, after determining that there is a possibility of yellowing, it is determined whether the own vehicle speed and the vehicle position after one cycle or a predetermined number of cycles in the calculation cycle are located in the dilemma region. To do. If it is determined that the vehicle is located within the dilemma area, it is determined that it is difficult to pass the intersection at the yellow signal. If it is determined in step S240 that the host vehicle speed and the vehicle position are within the dilemma area, the process proceeds to step S250, and the driver is alerted through the information providing unit 30. To do. Thereafter, the process ends. On the other hand, if it is not determined that it is difficult, the process is terminated as it is.

(About operation and others)
When the recommended speed provision processing unit 21B inputs the intersection information about the service provision section, if the current vehicle speed is higher than the regulation speed, the recommended speed provision processing unit 21B determines whether or not the nearest intersection can be passed in blue at the current vehicle speed. To do. If the recommended speed provision processing unit 21B determines that the current vehicle speed cannot pass the front intersection in blue, the vehicle speed that can pass the front intersection in blue is set for the current road. It is determined whether it exists in the speed range below the speed. When there is a vehicle speed that is equal to or lower than the regulation speed that can pass through the nearest intersection in blue, the recommended speed provision processing unit 21B notifies the driver of the speed with the smallest deviation from the regulation speed as the recommended speed. That is, when the regulated speed is a vehicle speed that can pass through the nearest intersection in blue, the regulated speed is notified to the driver as the recommended speed.

The driver who is notified of the recommended speed performs a driving operation to change the speed of the host vehicle MM to the recommended speed, so that it is possible to pass through the nearest intersection in blue.
Here, the regulation speed is a set speed with a high probability of appropriately passing through a plurality of intersections in the target service providing section in blue. For this reason, when the recommended speed is a regulated speed or a speed close to the regulated speed, the driver changes the speed of the host vehicle MM to the recommended speed, so that the vehicle passes the closest intersection in blue, and thereafter There is a high possibility that the intersections in the service provision section will pass in blue.

  As described above, when the recommended speed exists, the possibility of passing the closest intersection in blue is increased, and when the recommended speed is a regulated speed or a speed close to the regulated speed, the Passing the intersection before the number in blue, and the possibility of passing in the subsequent intersection in blue also increases. In other words, the recommended speed providing device can realize driving support for the driver that can reduce unnecessary stop and unnecessary acceleration / deceleration when passing the signalized intersection. As a result, the host vehicle MM can realize smoother travel, which leads to reduction of exhaust gas and improvement of fuel efficiency, thereby contributing to reduction of the global environmental load.

In addition, if the current vehicle speed is maintained, it is highly possible that the driver will cause a dilemma that is difficult to pass through the intersection due to the yellow traffic light. In this case, the recommended speed providing device alerts the driver that the current vehicle speed may cause such a dilemma. This allows the driver to adopt a driving change that eliminates the dilemma in advance. For example, the driver is motivated to adopt the recommended speed in advance.
Here, in the schematic diagram according to FIG. 6, for the sake of simplicity, the case where the regulation speed is constant is illustrated, but the regulation speed set between the intersections may be different. In this case, as shown in FIG. 8 , the slope of the line corresponding to the regulation speed of the section is changed to form a polygonal line.

(Modification)
(1) In the above description, the case where it is individually determined whether or not it is possible to pass the target intersection in blue for the current vehicle speed and the regulated vehicle speed or less by the processes of S110 and S120, respectively. Instead of this, the following may be used. That is, first, a speed range in which a target intersection can be passed in blue is calculated based on the passband map (see FIG. 6). Thereafter, whether or not the target intersection can be passed in blue may be determined based on whether or not there is a speed equal to or lower than the current vehicle speed or the regulated vehicle speed within the calculated passable speed range.

(2) In the above description, in the process of step S120, the case where it is determined whether or not the nearest intersection in the speed range below the regulation speed can be passed in blue is based on the passband map. Alternatively, in the process of step S120, the number of intersections may be determined based on the passband map to determine whether the vehicle can pass in blue in a speed range equal to or lower than the regulation speed.
In this case, a speed that can pass or has a large number of intersections in the speed range equal to or lower than the regulated speed and that has a small deviation from the regulated speed is set as a recommended speed. Then, the recommended speed may be notified to the driver.
At this time, it is determined in step S110 whether the current vehicle speed can be passed in blue or not, and in step S130, the number of intersections that can be passed at the current vehicle speed is the intersection of the recommended speed obtained in the process of step S120. If the number is greater than the number, the recommended speed is not notified to the driver.

In the above processing, when the number of intersections is the same as the number of intersections in the target service providing section, it indicates that all the intersections in the target service providing section can be passed in blue.
When this modified example is adopted, it is possible to realize driving support for the driver that can reduce unnecessary stop and unnecessary acceleration / deceleration when passing the signalized intersection.
Here, the number of intersections that can pass in blue may be the number of intersections that can continuously pass in blue, or may be the case where there are intersections that can pass in blue.

(3) Further, as in the above-described modification (2), instead of determining whether the vehicle can pass in blue or not, the number of times of waiting for a signal without being able to pass may be determined. In this case, the recommended speed may be a speed that is equal to or lower than the regulation speed and has a small number of signal waits. However, when the number of times of waiting for a signal at the current vehicle speed is smaller than the number of times of waiting for a signal at the recommended speed, the recommended speed is not notified to the driver. For example, when a target speed line is drawn on the passband map, the number of passbands that do not pass completely is set as the signal waiting number.

  Here, the information receiving unit 20 constitutes an intersection information acquisition unit. The vehicle state detection unit 21A constitutes vehicle state detection means. Step S60 constitutes own vehicle speed state determination means. Step S120 constitutes an intersection passage determination unit and a multiple passage determination unit. The information providing unit 30 and step S130 constitute information providing means. Step S100 constitutes a passband calculating means. Step S220 constitutes a yellow signal determination means. Steps S230 and S240 constitute yellow passage possibility estimation means. The information providing unit 30 and step S240 constitute a warning means.

(Effect of this embodiment)
(1) The information receiving unit 20 includes intersection information including at least signal display information of the traffic signal 1 provided at one or two or more intersections located in front of the traveling direction of the host vehicle MM and distance information to the intersection. To get. Based on the detection result of the vehicle state detection unit 21A, the recommended speed provision processing unit 21B determines whether or not the vehicle speed of the host vehicle MM is higher than the regulation speed associated in advance with the road on which the host vehicle MM travels. . Based on the intersection information acquired by the information reception unit 20 and the detection result of the vehicle state detection unit 21A, the recommended speed provision processing unit 21B indicates at least the first approaching intersection from which the intersection information has been acquired. It is determined whether or not the speed that can be passed is within the speed range equal to or lower than the regulation speed. The recommended speed provision processing unit 21B determines that the host vehicle speed state determination unit determines that the host vehicle speed is greater than the regulation speed, and the intersection passage determination unit can pass through the intersection with a blue signal within a speed range equal to or less than the regulation speed. If it is determined that there is a speed, the information is provided to the driver through the information providing unit 30 as a recommended speed that is equal to or lower than the regulation speed that can be passed through the intersection with a green light.

Even if it is not possible to pass the intersection with a green light at the current speed of the host vehicle MM, there may be a case where it is possible to provide the driver with a recommended speed that can pass the intersection with a green light. In addition, the regulated speed is a speed with a high probability of passing a plurality of intersections in the target service provision section in blue. Therefore, when the recommended speed is a regulated speed or a speed close to the regulated speed, the driver changes the speed of the host vehicle MM to the recommended speed, so that the driver passes the closest intersection in blue, and thereafter There is a high possibility that the intersection will pass in blue.
Thus, it is possible to realize smoother running by providing the recommended speed for passing through one or more intersections ahead of the host vehicle MM.

(2) The recommended speed provision processing unit 21 </ b> B obtains the pass bands CS <b> 1 to CS <b> 4 composed of a time range in which each intersection position can pass through a green signal based on the intersection information acquired by the information receiving unit 20. The recommended speed provision processing unit 21B determines whether or not a speed capable of passing at least two or more intersections with a green light is within a speed range equal to or less than the regulation speed based on the passing zones CS1 to CS4 of each intersection. . When the recommended speed provision processing unit 21B determines that the host vehicle speed is higher than the restriction speed and determines that there is a speed that can pass two or more intersections with a green light within a speed range equal to or less than the restriction speed, the recommended speed provision processing unit 21B The driver is notified of a recommended speed that is equal to or lower than the speed limit that can pass through the intersection with a green light.
It is possible to provide the driver with a recommended speed that is equal to or lower than the regulation speed at which a plurality of intersections can be passed with a green light. As a result, it is possible to realize driving support for the driver that can further reduce unnecessary stops and unnecessary acceleration / deceleration when passing the signalized intersection.

(3) The recommended speed provision processing unit 21B obtains the speed with the smallest number of signal waiting for the plurality of intersections as the target within a speed range equal to or lower than the regulation speed. The recommended speed provision processing unit 21B sets the speed with the smallest signal waiting number obtained by the restricted speed passage determination unit as the recommended speed.
As a result, it is possible to realize driving support for the driver that can further reduce unnecessary stops and unnecessary acceleration / deceleration when passing the signalized intersection.

  (4) When traveling at the current speed, the recommended speed provision processing unit 21B determines whether or not there is a high possibility that the traffic signal 1 ahead in the traveling direction cannot pass through the green signal and become a yellow signal. If the recommended speed provision processing unit 21 </ b> B determines that there is a high possibility that a yellow signal cannot be obtained due to a blue signal, the recommended speed provision processing unit 21 </ b> B estimates whether or not it is difficult to pass an intersection using a yellow signal. If the recommended speed provision processing unit 21B determines that it is difficult to pass the intersection with a yellow signal based on the determination by the yellow passage possibility estimation unit, the recommended speed provision processing unit 21B alerts the driver to that effect.

  At the current vehicle speed, it is highly possible that it will not be able to pass through the green light at the intersection ahead, and it will cause a dilemma that is difficult to pass through the intersection due to the yellow signal. It can alert the driver that it can cause such a dilemma. This allows the driver to adopt a driving change that eliminates the dilemma in advance. When the recommended speed is notified, the possibility of adopting the recommended speed increases.

DESCRIPTION OF SYMBOLS 1 Traffic signal 2 Signal controller 3 Information provision determination apparatus 4 Information transmission part 20 Information reception part 21 Vehicle control part 21A Vehicle state detection part 21B Recommended speed provision processing part 30 Information provision part CS1-CS4 Passage zone Lr Remaining distance MM Own vehicle Vnow speed

Claims (4)

Situated forward in the traveling direction of the vehicle, is set to a distance information and the service providing sections of the signal display information traffic signals respectively provided to two or more intersection that put the configured service provided in section and up to the intersection Intersection information acquisition means for acquiring intersection information including at least the regulated speed;
Vehicle state detection means for detecting at least the host vehicle speed as the vehicle state of the host vehicle;
Based on the detection result of the vehicle state detection means, own vehicle speed state determination means for determining whether or not the vehicle speed of the own vehicle is higher than the regulation speed previously associated with the road on which the own vehicle is traveling,
Based on the intersection information acquired by the intersection information acquisition means and the detection result of the vehicle state detection means, the speed at which at least the first approaching intersection among the intersections for which the intersection information has been acquired can be passed with a green light is the above-mentioned regulation. An intersection passage judging means for judging whether or not the vehicle is below the speed;
When the vehicle speed state determination means determines that the vehicle speed is greater than the restriction speed, and the intersection passage determination means determines that there is a speed that can pass through the intersection with a blue signal below the restriction speed, the intersection is indicated with a blue signal. Information providing means for notifying the driver of a speed that is equal to or lower than the above-mentioned regulation speed that can pass as a recommended speed;
With
The recommended speed providing device, wherein the restricted speed is a speed that is set as a speed that is highly likely to pass through a plurality of intersections existing in a target service providing section with a green light. The intersection passage judging means is:
Based on the intersection information of each intersection acquired by the intersection information acquisition means, a passband calculation means for obtaining a passband consisting of a time range in which the intersection can be passed with a green light,
Based on the pass band of each intersection pass band calculating means is calculated, the speed could pass through a green light at least two or more intersections, a multipass determining means for determining whether or not there under the regulating speed than,
With
It said information providing means, vehicle speed state determining means vehicle speed is determined to be greater than the regulation speed, and the intersection passage determining means, can exist speed pass through two or more intersections under regulation speed than in green light Then, the recommended speed providing apparatus according to claim 1, wherein the recommended speed providing apparatus notifies the driver of a speed equal to or lower than the regulation speed that can pass through the two or more intersections with a green light as a recommended speed. Within a speed range below the regulation speed, regulation speed passage determination means for obtaining a speed with the least number of signal waiting for a plurality of intersections for which the intersection information is acquired;
With
3. The recommended speed providing apparatus according to claim 1, wherein the information providing means sets the speed with the smallest signal waiting number obtained by the restricted speed passage determining means as the recommended speed. When traveling at the current speed, a yellow signal determination means for determining whether or not there is a high possibility that the traffic signal ahead of the traveling direction cannot pass through a green signal and become a yellow signal;
When it is determined that the yellow signal determination means is not likely to pass through a blue signal and is likely to become a yellow signal, a yellow passage possibility estimation means that estimates whether it is difficult to pass through an intersection with a yellow signal;
2. An alerting means for alerting the driver to the effect when it is determined that it is difficult to pass the intersection with a yellow signal based on the determination of the yellow passage possibility estimation means. The recommended speed providing apparatus according to any one of claims 3 to 4.

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