JP5895500B2 - Vehicle driving support device and vehicle driving support method - Google Patents

Description

  The present invention relates to a vehicle driving support device and a vehicle driving support method for providing information for supporting a left turn of a host vehicle at an intersection.

Conventionally, there is a technology described in Patent Document 1, for example, as a vehicle driving support device that transmits the presence of a two-wheeled vehicle that goes straight through an intersection to a vehicle that turns left at the intersection and improves safety when turning left at the intersection.
In this technique, roadside equipment transmits information on a motorcycle that travels behind a left turn vehicle to a left turn vehicle having an intention to turn left at an intersection. At this time, the left turn vehicle side notifies the passenger of the left turn vehicle that there is a motorcycle behind. The timing of this notification is determined based on the comparison result between the distance to the intersection of the left turn vehicle and the distance to the intersection of the two-wheeled vehicle and the relative speed.

JP 2008-269426 A

  However, the technique described in Patent Document 1 is configured to provide information on the premise that the vehicle is traveling, and corresponds to a situation in which the vehicle starts from a stopped state. Absent. Therefore, in a situation where a left turn vehicle starts with a green light and turns left from a state where it stops at a red light before the intersection, information on the motorcycle cannot be appropriately presented to the left turn vehicle.

  Then, this invention makes it a subject to provide the vehicle driving assistance apparatus and vehicle driving assistance method which can show the information regarding a two-wheeled vehicle appropriately to the passenger | crew of a left turn vehicle immediately after signal switching.

In order to solve the above-mentioned problem, the present invention detects the occupant's intention to turn left when the host vehicle is stopped at a red signal and detects a two-wheeled vehicle behind the host vehicle. Based on the acceleration when starting at, determine the necessity of alerting the motorcycle. And the information which shows that the two-wheeled vehicle is approaching from the back of the own vehicle is shown at the timing judged that there is a necessity for alerting. Here, when it is detected that the host vehicle is stopped by a red signal, it is detected how many vehicles are located from the beginning of the stop vehicle row, and the stop position of the host vehicle is indicated by the red signal. Accordingly, the easiness of establishment of the condition that there is a need for alerting is changed.

  According to the present invention, when a left turn vehicle is stopped at a red traffic light before an intersection, when the vehicle starts at a green traffic light, it is possible to appropriately notify a passenger of the left turn vehicle that there is a motorcycle behind. it can. Therefore, the safety at the time of turning left at the intersection can be improved.

It is a figure which shows the structure of the system with which the vehicle driving assistance device which concerns on this embodiment is applied. It is a block diagram which shows the structure of a vehicle driving assistance device. It is a flowchart which shows the driving assistance processing procedure performed with a process part. It is a figure which shows the stop position of the own vehicle in a red signal. It is a figure which shows the example of a setting of an acceleration threshold value. It is a figure explaining the tendency of a driver at the time of intersection left turn. It is a figure explaining operation | movement of this embodiment. It is a figure explaining operation | movement of this embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In the present embodiment, a case will be described in which a vehicle driving support device is mounted on a vehicle traveling in a left-hand traffic area like Japan and a left turn at an intersection is supported. In addition, when mounting a vehicle driving assistance apparatus with respect to the vehicle which drive | works the area of a right-hand traffic like the United States, it will support the right turn at an intersection.

(First embodiment)
(Constitution)
FIG. 1 is a diagram illustrating a configuration of a system to which a vehicle driving support apparatus according to the present embodiment is applied.
In the figure, reference numeral 1 denotes a roadside infrastructure facility. The roadside infrastructure facility 1 includes an image sensor 2 and a DSRC transmitter 3 installed near an intersection on the road. The image sensor 2 and the DSRC transmitter 3 are installed in the direction opposite to the traveling direction of the road, that is, the direction facing the vehicle MC traveling on the road. The image sensor 2 images the two-wheeled vehicle MB traveling in a certain imaging area 2 a before the intersection, and outputs the captured image to the DSRC control device 4.

The roadside infrastructure facility 1 includes a traffic signal 5 and a signal controller 6. The signal controller 6 controls the light color state of the signal device 5 and outputs the light color state of the signal device 5 to the DSRC control device 4.
The DSRC control device 4 analyzes the captured image input from the image sensor 2 and the signal lamp color state input from the signal controller 5. Then, the DSRC control device 4 generates traffic information to be transmitted to the vehicle MC from these analysis results. Here, the traffic information includes information on the motorcycle MB (the presence / absence of the motorcycle MB, position information of the motorcycle MB, etc.), and the light color state (red / blue / yellow) of the traffic light 5 as the signal display information. The DSRC control device 4 outputs the generated traffic information to the DSRC transmitter 3.

The DSRC transmitter 3 distributes the traffic information input from the DSRC control device 4 by radio waves to the vehicle MC traveling in the effective communication area of the DSRC transmitter 3 set before the intersection.
Furthermore, the roadside infrastructure facility 1 includes an optical beacon communication device 7. The optical beacon communication device 7 is installed on the road of the vehicle MC traveling toward the DSRC transmitter 3 at a position separated from the installation position of the DSRC transmitter 3 by a predetermined distance before the traveling direction of the vehicle MC. The optical beacon communication device 7 transmits the road information registered in the beacon control device 8 as downlink information corresponding to the uplink request of the vehicle MC.

Here, the road information includes lane information (information on the lane where the optical beacon communication device 7 is installed), position information (installation position of the optical beacon communication device 7), and the like.
Since light waves are highly straight, spot communication can be performed by forming a communication area of about 3.5 m square by using an optical beacon. That is, in the communication area of the optical beacon, the position information can be transmitted to the vehicle MC with an accurate accuracy of a position accuracy of 3.5 m or less.

The vehicle MC includes a vehicle driving support device 10. The vehicle driving support device 10 relates to a motorcycle MB that travels behind the vehicle MC as necessary for a passenger of the vehicle MC having an intention to turn left at an intersection based on traffic information and road information received from the roadside infrastructure facility 1. Call attention.
Hereinafter, a specific configuration of the vehicle driving support device 10 will be described.

FIG. 2 is a block diagram illustrating a configuration of the vehicle driving support device 10.
The vehicle driving support device 10 includes a DSRC in-vehicle device 11, a beacon antenna 12, and a car navigation system 13.
The DSRC in-vehicle device 11 performs radio communication with the roadside DSRC transmitter 3 via radio waves via the DSRC antenna 11a. That is, the DSRC on-vehicle device 11 receives traffic information transmitted by the roadside DSRC transmitter 3 via the DSRC antenna 11a. The DSRC in-vehicle device 11 outputs the received traffic information to the car navigation system 13.

The beacon antenna 12 performs wireless communication with the roadside optical beacon communication device 7 using light waves. That is, the beacon antenna 12 receives road information transmitted by the optical beacon communication device 7. The beacon antenna 12 outputs the received road information to the car navigation system 13.
The car navigation system 13 includes a navigation ECU 21, a display 22, and a speaker 23.

The navigation ECU 21 is an electronic control unit that is configured around a microcomputer that operates according to a control program. The navigation ECU 21 determines the necessity of alerting as described above when the vehicle turns left based on various information.
The navigation ECU 21 includes a DSRC communication unit 24, an optical communication unit 25, a CAN communication unit 26, a processing unit 27, and an HMI control unit 28.

The DSRC communication unit 24 inputs the traffic information from the DSRC transmitter 3 received by the DSRC in-vehicle device 11 and outputs the traffic information to the processing unit 27.
The optical communication unit 25 inputs road information from the optical beacon communication device 7 received by the beacon antenna 12 and outputs the road information to the processing unit 27.
The CAN communication unit 26 is a traveling state of the host vehicle MC such as vehicle speed information, winker information (direction indicator operating state), accelerator opening information, brake ON / OFF information, and vehicle acceleration information of the host vehicle communicated by CAN. Is output to the processing unit 27.

The processing unit 27 collects information from the DSRC communication unit 24, the optical communication unit 25, and the CAN communication unit 26. The processing unit 27 executes a driving support process, which will be described later, based on the collected information, and determines the necessity of the above-described alerting when the vehicle turns left. Then, the processing unit 27 transmits to the HMI control unit 28 whether or not there is a need for alerting.
When the processing unit 27 determines that there is a need for alerting, the HMI control unit 28 outputs image information prepared in advance to the display 22 and outputs audio information prepared in advance to the speaker 23. .

  In the present embodiment, when the processing unit 27 determines that there is a need for alerting, the display 22 displays that a straight-wheeled motorcycle is approaching behind the vehicle by characters, graphics, or the like. In addition, when the processing unit 27 determines that there is a need for alerting, the speaker 23 outputs, as a guide sound or a warning sound, that a straight traveling motorcycle is approaching behind the host vehicle.

FIG. 3 is a flowchart showing a driving support processing procedure executed by the processing unit 27.
The driving support process starts when the host vehicle MC reaches the communication area of the optical beacon communication device 7 before the intersection. First, in step S1, the processing unit 27 receives road information from the optical beacon communication device 7, and proceeds to step S2.
In step S2, the processing unit 27 recognizes the lane in which the host vehicle is traveling from the road information acquired in step S1. That is, from the lane information transmitted by the optical beacon communication device 7, the lane in which the host vehicle is traveling (such as a straight lane / left turn lane / right turn lane) is specified.

Moreover, in this step S2, the process part 27 is the distance L [m] from the installation position of the optical beacon communication apparatus 7 to the stop position before the next intersection based on the positional information which the optical beacon communication apparatus 7 transmitted. Recognize
Here, the said stop position is a position on the stop line before the next intersection, and is a position shown by the code | symbol P of FIG. The distance L from the installation position of the optical beacon communication device 7 to the stop position P can be received from the optical beacon communication device 7.
In addition, the position of the own vehicle MC when the own vehicle MC receives the road information from the optical beacon communication device 7 is theoretically a point just below the installation position of the optical beacon communication device 7. Accordingly, the distance from the current position of the host vehicle MC to the stop position P at this time is considered to be equal to the distance L.

Next, in step S <b> 3, the processing unit 27 calculates a travel distance Lp [m] of the host vehicle after passing through the installation position of the optical beacon communication device 7. Here, based on the elapsed time t [s] from the reception of the downlink information from the optical beacon communication device 7 and the vehicle speed information (current vehicle speed V _{now of the host} vehicle MC) acquired via CAN, The cumulative distance after passing the installation position of the beacon communication device 7 is calculated. And let this be the running distance Lp of the own vehicle after passing the installation position of the optical beacon communication device 7. Thereby, the processing unit 27 can recognize the current traveling position of the host vehicle MC.

Next, in step S4, the processing unit 27 calculates a remaining distance Lr from the current position of the host vehicle MC to the stop position P. As shown in FIG. 4, the remaining distance Lr to the stop position P is determined from the distance L between the installation position of the optical beacon communication device 7 and the stop position P, and the installation position of the optical beacon communication device 7 and the own vehicle MC. It is equal to the distance obtained by subtracting the distance Lp from the current position (Lr = L−Lp).
Accordingly, in step S4, the processing unit 27 subtracts the travel distance Lp calculated in step S3 from the distance L between the installation position of the optical beacon communication device 7 recognized in step S2 and the stop position P. The remaining distance Lr is calculated.

However, if it is determined by the lane recognition in step S2 that the host vehicle MC is not traveling in the left turn lane, the remaining distance Lr = 0 is set. This is because the subsequent necessity determination process for alerting is not performed.
Next, in step S5, the processing unit 27 determines whether or not the remaining distance Lr calculated in step S4 is greater than “0”. If Lr ≦ 0, it is determined that the host vehicle MC has passed the stop position P and entered the intersection, and the driving support process is terminated as it is. On the other hand, if Lr> 0, the process proceeds to step S6.

  In step S <b> 6, the processing unit 27 confirms whether or not the traffic information transmitted by the DSRC transmitter 3 is received, and determines whether or not the own vehicle has entered the effective communication area of the DSRC transmitter 3. At this time, if no data is received, it is determined that the host vehicle is not within the effective communication area of the DSRC transmitter 3, and the process proceeds to step S3. On the other hand, if there is data reception, it is determined that the host vehicle has entered the effective communication area of the DSRC transmitter 3, and the process proceeds to step S7.

In step S7, the processing unit 27 receives traffic information from the DSRC transmitter 3, and proceeds to step S8.
In step S8, the processing unit 27 confirms the lamp color state of the traffic light 5 from the traffic information (signal display information) received in step S7, and determines whether or not the traffic light 5 is red. When the signal 5 is red, the process proceeds to step S9. When the signal 5 is not red (blue or yellow), the process proceeds to step S3.

In step S9, the processing unit 27 determines whether or not the host vehicle MC is stopped based on the current vehicle speed V _now of the _host vehicle MC acquired via CAN. When V _now = 0, the process proceeds to step S10. When V _now ≠ 0, the process proceeds to step S3.
In step S10, the processing unit 27 recognizes the own vehicle stop position. Specifically, it is confirmed in front of the intersection where the host vehicle MC is located in the stopped vehicle train stopped by a red signal.

Here, the host vehicle stop position is recognized by comparing the remaining distance Lr to the stop line calculated in step S4 with the reference distance L1. As shown in FIG. 4, the reference distance L1 is a distance required to stop one vehicle in the stopped vehicle train. The reference distance L1 is the length of one ordinary vehicle including the inter-vehicle distance, and is set to 7 m, for example.
When Lr <L1 (for example, Lr <7 m), it is determined that the host vehicle MC is located at the head of the stopped vehicle train. Further, when L1 ≦ Lr <2 · L1 (for example, 7 m ≦ Lr <14 m), it is determined that the host vehicle MC is located in the second vehicle in the stopped vehicle train. Similarly, if 2 · L1 ≦ Lr <3 · L1 (for example, 14 m ≦ Lr <21 m), it is determined that the host vehicle MC is located at the third vehicle in the stopped vehicle row.

  Next, in step S11, the processing unit 27 sets an acceleration threshold value α used for determination of necessity for alerting described later, based on the own vehicle stop position confirmed in step S10. Here, when the own vehicle stop position is the head (Lr <L1), the acceleration threshold value α = α1 is set. When the own vehicle stop position is the second or third vehicle (L1 ≦ Lr <3 · L1), the acceleration threshold value α = α2 (<α1) is set. Further, when the own vehicle stop position is the fourth or subsequent vehicle (3 · L1 ≦ Lr), the acceleration threshold value α = α3 (> α) is set.

In the present embodiment, as shown in FIG. 5, α1 = 0.3G, α2 = 0.2G, and α3 = 0.4G. Note that the value of the acceleration threshold α shown in FIG. 5 is an example. If α2 <α1 <α3, each value is not limited to this.
Next, in step S12, the processing unit 27 determines whether or not the two-wheeled vehicle MB exists in the imaging area 2a of the image sensor 2 from the traffic information received in step S7. When the motorcycle MB exists, the process proceeds to step S13, and when the motorcycle MB does not exist, the process proceeds to step S3.

  In step S13, the processing unit 27 confirms the travel position (distance to the stop position P) of the motorcycle MB from the traffic information received in step S7. Then, the distance from the motorcycle MB to the stop position P is compared with the remaining distance Lr from the host vehicle MC to the stop position P calculated in step S4. In this way, it is determined whether or not the two-wheeled vehicle MB exists behind the current position of the host vehicle MC. If the motorcycle MB exists behind the host vehicle MC, the process proceeds to step S14. If the motorcycle MB does not exist behind the host vehicle MC, the process proceeds to step S3.

In step S14, the processing unit 27 determines whether or not the left winker is ON based on the winker information acquired via CAN. Then, if the left winker is ON, it is determined that there is an intention to turn left at the intersection, and the process proceeds to step S15. If the left winker is OFF, the process proceeds to step S3.
In step S15, the processing unit 27 confirms the light color state of the traffic light 5 from the traffic information (signal display information) received in step S7, and determines whether or not the display of the traffic light 5 is blue. Then, when the indication of the traffic light 5 is blue, the process proceeds to step S16, and when the indication of the traffic light 5 is not blue (red or yellow), the process proceeds to step S3.

In step S16, the processing unit 27 determines whether or not the host vehicle MC has started based on the current vehicle speed V _now of the _host vehicle MC acquired via CAN. If V _now ≠ 0, the process proceeds to step S17. If V _now = 0, the process proceeds to step S15.
In step S17, the processing unit 27, based on the acceleration Ds of the host vehicle MC acquired via CAN, has an acceleration Ds when the host vehicle MC starts with a green signal is greater than the acceleration threshold value α set in step S11. It is determined whether or not. If Ds ≦ α, it is determined that there is no need to call attention, and the driving support process is terminated. On the other hand, if Ds> α, it is determined that there is a need to call attention, and the process proceeds to step S18.

  In step S18, the processing unit 27 notifies the HMI control unit 28 that there is a need to call attention. Thereby, the approach information of the straight traveling motorcycle MB is presented using the display 22 and the speaker 23, and the passenger is alerted regarding the straight traveling motorcycle MB.

(Operation)
Next, the operation of the first embodiment will be described.
When the host vehicle MC receives road information from the optical beacon communication device 7 and traffic information from the DSRC transmitter 3 before the host vehicle MC is before the intersection, the vehicle driving support device 10 causes the processing unit 27 of the car navigation system 13 to Determine the need to alert MC crew members. Specifically, when the host vehicle MC having an intention to turn left at the intersection starts with a green light from a state where it stops at a red light, it is assumed that the driver is not wary of the presence of the two-wheeled vehicle MB traveling behind the host vehicle. If this happens, it is determined that attention is required.

  Whether or not there is an intention to turn left at the intersection is determined by whether or not the left winker is ON. Further, whether or not the driver is wary of the presence of the two-wheeled vehicle MB traveling behind the host vehicle is determined by the acceleration Ds of the host vehicle MC when the vehicle starts to run green. Here, when the acceleration Ds is larger than the acceleration threshold value α, it is determined that the left turn is started without paying attention to the presence of the motorcycle MB.

When the vehicle driving support device 10 determines that the alert is necessary, the vehicle driving support device 10 alerts the two-wheeled vehicle MB using the display 22 and the speaker 23 of the car navigation system 13.
Hereinafter, a detailed example will be described.
For example, when the own vehicle MC having the intention of making a left turn at the next intersection reaches the communication area of the optical beacon communication device 7 before the intersection, the vehicle driving support device 10 receives road information from the optical beacon communication device 7 (FIG. 3 step S1). At this time, the vehicle driving support device 10 recognizes that the host vehicle MC is traveling in the left turn lane (step S2). At the same time, the vehicle driving support device 10 recognizes the distance L from the installation position of the optical beacon communication device 7 shown in FIG.

When the host vehicle MC reaches the communication area of the optical beacon communication device 7, the travel distance Lp from the installation position of the optical beacon communication device 7 shown in FIG. 4 is “0”. Therefore, the remaining distance Lr from the current position of the host vehicle MC to the stop position P at this time is equal to the distance L.
After that, at a predetermined time (for example, every 100 msec), the travel distance Lp from the installation position of the optical beacon communication device 7 is calculated using the current vehicle speed V _now via CAN, and the current travel position of the host vehicle MC is calculated. recognize. Further, the calculated travel distance Lp is subtracted from the distance L, and the remaining distance Lr to the stop position P is calculated. The remaining distance Lr is Lr> 0 while the host vehicle MC is traveling in front of the stop position P.

Thus, after the own vehicle MC reaches the communication area of the optical beacon communication device 7, the current position of the own vehicle MC is updated every predetermined time (for example, every 100 msec). Since the distance L acquired from the optical beacon communication device 7 and the travel distance Lp calculated from the current vehicle speed V _now acquired via CAN are used, the current position of the host vehicle MC can be accurately recognized. Therefore, the remaining distance Lr from the host vehicle MC to the stop position P can be calculated with high accuracy.

  Thereafter, when the host vehicle MC reaches the effective communication area of the DSRC transmitter 3 (Yes in step S6), the vehicle driving support device 10 receives traffic information from the DSRC transmitter 3 (step S7). At this time, the vehicle driving support device 10 recognizes the light color state of the traffic light 5, the presence or absence of the two-wheeled vehicle MB in the imaging area 2a of the image sensor 2, and the position of the two-wheeled vehicle MB if present.

  The vehicle driving assistance device 10 determines that there is no need to call attention when the host vehicle MC enters the intersection without stopping by a red signal before the intersection. Further, even when the host vehicle MC starts with a green signal from a state where the host vehicle MC stops at a red signal, there is no need to call attention unless the two-wheeled vehicle MB exists behind the host vehicle MC. Furthermore, even when the host vehicle MC starts with a green signal from a state where the host vehicle MC stops at a red signal, there is no need to call attention when the host vehicle MC travels straight through an intersection.

  Therefore, first, the vehicle driving support device 10 detects a state in which the host vehicle MC is stopped by a red signal before the intersection. When the host vehicle MC enters the intersection without stopping due to a red light before the intersection, the remaining distance Lr to the stop position P becomes Lr ≦ 0 without detecting that the signal display is red (step No in S5). Therefore, no alert is output in this case.

On the other hand, when the host vehicle MC stops due to a red signal before the intersection, it is confirmed that the signal display is red (Yes in step S8), and the current vehicle speed V _{now of the host} vehicle MC at that time is “0”. It is confirmed that there is (Yes in step S9). Then, while the host vehicle MC stops at a red signal, the presence / absence of the two-wheeled vehicle MB behind the host vehicle MC and the intention to turn left at the intersection of the host vehicle MC are determined.

  At this time, it is confirmed that the two-wheeled vehicle MB exists behind the host vehicle MC, and when the left turn signal is turned on as the intention to turn left, it is determined that the requirement for alerting is satisfied. Therefore, in this case, switching from a red signal to a blue signal is determined. When it is detected that the signal display has changed from red to blue (Yes in step S15), it is determined whether or not the host vehicle MC has started (step S16).

When it is detected that the host vehicle MC has started with a green signal (Yes in step S16), the acceleration Ds at the start of the host vehicle MC is compared with the acceleration threshold value α (step S17), and the necessity of alerting is determined. If the acceleration Ds is greater than the acceleration threshold α (Yes in step S17), it is determined that there is a need for alerting.
The case where the acceleration Ds is larger than the acceleration threshold value α means that the driver of the host vehicle MC starts at a relatively large acceleration without worrying about the existence of the two-wheeled vehicle MB traveling straight from behind. I mean. Therefore, in such a case, it is determined that alerting is to be performed at the time of departure, and alerting is performed using the display 22 and the speaker 23 of the car navigation system 13.

As a result, the driver can recognize that the two-wheeled vehicle MB exists behind the host vehicle. Therefore, the driver can take measures such as decelerating the two-wheeled vehicle MB at the time of entering the intersection. Therefore, it is possible to improve safety when the host vehicle MC starts immediately after the signal is switched and turns left at the intersection.
By the way, the following is known as a driver's tendency when starting at a green light from a state where the vehicle stops at a red light before the intersection and turning left at the intersection.

  For example, as shown in FIG. 6A, it is assumed that the host vehicle MC having the intention of making a left turn stops at the second vehicle from the head of the stopped vehicle train due to a red signal. In this case, when the signal switches from red to blue and the leading vehicle starts, the host vehicle MC tends to start following the leading vehicle and turn left without sufficiently confirming safety. At this time, the acceleration Ds at the start of running of the host vehicle MC tends to be relatively large.

In such a case, as shown in FIG. 6B, when the host vehicle MC makes a left turn, there is a high possibility that the straight-wheeled motorcycle MB that has traveled from behind will be involved. In addition, when the host vehicle MC having the intention to turn left stops at the third vehicle from the head of the stopped vehicle train due to a red signal, there is almost the same tendency.
In addition, even when the host vehicle MC having the intention to make a left turn is stopped at the head of the stopped vehicle train due to a red signal, the possibility of involving the two-wheeled vehicle MB at the time of a left turn immediately after switching to the green signal is relatively high. However, when the vehicle is stopped at the head of the stopped vehicle train, the driver tends to be wary of a pedestrian crossing the left turn destination road at the time of the left turn immediately after switching to the green light. Therefore, the possibility that the two-wheeled vehicle MB is involved when turning left immediately after switching to the green light is lower than when the host vehicle MC is stopped at the second or third vehicle in the stopped vehicle train.

On the other hand, when the host vehicle MC having the intention of making a left turn is stopped after the fourth vehicle in the stopped vehicle train due to a red signal, the possibility of the two-wheeled vehicle MB involving is as described above. It is extremely low compared to the case where the vehicle is stopped within the third vehicle in the stopped vehicle train.
Therefore, regardless of the vehicle stop position at the red light, if the judgment conditions for alerting immediately after starting by the green light are the same, the passenger may feel bothered by unnecessary alerting, or conversely insufficient alerting It becomes.

If the acceleration threshold value α used for determining the necessity of alerting is set to a fixed value (for example, 0.3 G) adapted to the case of the stop vehicle example without considering the vehicle stop position in the red signal It becomes as follows.
If the acceleration threshold value α is a fixed value, the vehicle MC starts running at an acceleration Ds exceeding a certain acceleration threshold value α (0.3 G) immediately after switching to the green signal regardless of the stop position of the vehicle with a red signal. At that time, a warning about the motorcycle MB is output.

  As described above, when the vehicle stops at the second or third vehicle in the stopped vehicle train due to the red light, it is necessary to output a warning more actively than when the vehicle stops at the head of the stopped vehicle train. . Therefore, when the acceleration threshold value α is a fixed value (0.3G) adapted to the case where the acceleration vehicle is at the head of the stopped vehicle example, attention is given when the host vehicle MC is stopped at the second or third vehicle in the stopped vehicle row. Arousal is insufficient.

  Further, as described above, when the vehicle stops after the fourth vehicle in the stopped vehicle train due to the red signal, the necessity for alerting is extremely lower than when the vehicle stops at the head of the stopped vehicle train. Therefore, if the acceleration threshold value α is a fixed value (0.3G) adapted to the case where the acceleration vehicle is at the head of the stopped vehicle example, it is unnecessary when the host vehicle MC is stopped after the fourth vehicle in the stopped vehicle row. An alert will be output. And this unnecessary alerting will reduce the reliability of the information and reduce the attention of the passenger.

Therefore, the vehicle driving support device 10 changes the ease of establishment of the condition that there is a need for alerting according to the own vehicle stop position when the own vehicle MC is stopped with a red signal. That is, the ease of alerting is changed in accordance with the number of vehicles in the stopped vehicle row where the host vehicle MC is stopped by the red light.
Specifically, as shown in FIG. 5, when the host vehicle MC is stopped at the second or third vehicle in the stopped vehicle train due to a red signal, the vehicle MC is stopped at the head of the stopped vehicle train. The acceleration threshold value α is set small.

FIG. 7 is a diagram showing a difference in alert output due to a difference in the stop position of the own vehicle (first and second vehicles) in a red signal. FIG. 7A shows a case where the host vehicle MC is stopped at the head of the stopped vehicle train, and FIG. 7B shows a case where the host vehicle MC is stopped at the second vehicle in the stopped vehicle train.
In the case of FIG. 7A, the host vehicle MC is at the stop position P, and the remaining distance Lr from the host vehicle MC to the stop position P is Lr = 0. Therefore, in this case, the acceleration threshold value α is set to 0.3 G based on FIG. On the other hand, in the case of FIG. 7B, since one other vehicle exists between the host vehicle MC and the stop position P, the remaining distance Lr from the host vehicle MC to the stop position P is 7 m ≦ Lr <21 m. Within the range. Therefore, in this case, the acceleration threshold value α is set to 0.2 G based on FIG.

As the acceleration threshold α is smaller, the acceleration Ds at the start of running immediately after switching to the green signal is more likely to exceed the acceleration threshold α. That is, as the acceleration threshold α is smaller, the processing unit 27 determines that it is necessary to call attention even with a relatively small acceleration Ds.
Therefore, if the host vehicle MC starts to run at the same acceleration Ds (for example, 0.25 G) immediately after switching to the green light, it is determined that there is no need for alerting under the situation of FIG. Under the condition of b), it is judged that there is a need for alerting. As described above, when the host vehicle MC is stopped by the second signal in the stopped vehicle train due to the red signal, it is easy to output an alert in consideration of the involvement of the left turn immediately after switching to the green signal.

Thereby, alerting can be actively performed with respect to the own vehicle MC in which the own vehicle MC has stopped at the second vehicle in the stopped vehicle train due to a red signal. Therefore, the safety at the time of the left turn immediately after switching to the green light can be improved.
Further, as shown in FIG. 5, when the host vehicle MC is stopped within the third vehicle in the stopped vehicle train due to a red signal, the acceleration threshold α is greater than when the vehicle is stopped after the fourth vehicle in the stopped vehicle train. Set to a smaller value.

FIG. 8 is a diagram showing a difference in alerting output due to a difference in the stop position of the own vehicle (the first vehicle and the fourth vehicle) in a red signal. FIG. 8A shows a case where the host vehicle MC stops at the head of the stopped vehicle train, and FIG. 8B shows a case where the host vehicle MC stops at the fourth vehicle in the stopped vehicle train.
In the case of FIG. 8A, the host vehicle MC is at the stop position P, and the remaining distance Lr from the host vehicle MC to the stop position P is Lr = 0. Therefore, in this case, the acceleration threshold value α is set to 0.3 G based on FIG. On the other hand, in the case of FIG. 8B, since there are three other vehicles between the host vehicle MC and the stop position P, the remaining distance Lr from the host vehicle MC to the stop position P is Lr ≧ 21 m. . Therefore, in this case, the acceleration threshold value α is set to 0.4 G based on FIG.

As the acceleration threshold α is larger, the acceleration Ds at the start of running immediately after switching to the green signal is less likely to exceed the acceleration threshold α. That is, as the acceleration threshold value α is larger, the processing unit 27 does not determine that attention is required unless the acceleration Ds is relatively large.
Therefore, if the host vehicle MC starts to run at the same acceleration Ds (for example, 0.35 G) immediately after switching to the green light, it is determined that there is a need for alerting under the situation of FIG. Under the condition of b), it is judged that there is no need to call attention. As described above, when the host vehicle MC is stopped by the fourth signal in the stopped vehicle train due to the red signal, it is difficult to output a warning because there is little concern about a left turn immediately after switching to the green signal.

Thereby, it is possible to prevent unnecessary warning from being given to the host vehicle MC that stops at the fourth vehicle in the stopped vehicle train due to the red signal. Therefore, the driver can be prevented from feeling annoying.
As described above, when the vehicle MC having the intention to turn left at the intersection starts from a state where the vehicle is stopped at a red light and emits a green light, it is assumed that the driver is not wary of the existence of the motorcycle MB traveling behind the vehicle. If this happens, it is determined that attention is required. Further, at this time, when the own vehicle stop position in the red signal is within the third vehicle from the leading vehicle, it is easier to call attention compared to the case of the fourth vehicle or later. Further, when the vehicle stop position at the red light is the second or third vehicle, it is easier to call attention compared to the case of the head vehicle.

Therefore, it is possible to improve safety at the time of a left turn immediately after switching to a green light while suppressing unnecessary alerting. As a result, the reliability of alerting can be improved.
In FIG. 2, the DSRC in-vehicle device 11 and the beacon antenna 12 correspond to communication means, and the CAN communication unit 26 corresponds to traveling state detection means.

Further, in FIG. 3, steps S3, S4, and S10 correspond to stop position detecting means, and steps S3 and S4 correspond to remaining distance calculating means. Step S7 corresponds to a signal display acquisition unit, and steps S8 and S9 correspond to a red signal stop detection unit. Furthermore, steps S11 and S15 to S17 correspond to necessity determination means.
Steps S12 and S13 correspond to the two-wheeled vehicle detection means, and step S14 corresponds to the left turn intention detection means. Furthermore, step S17 and the display 22 and speaker 23 of FIG. 2 correspond to the information presenting means.

(effect)
In the first embodiment, the following effects can be obtained.
(1) The treatment unit 27 detects a two-wheeled vehicle traveling behind the host vehicle based on traffic information acquired by wireless communication between the roadside DSRC transmitter 3 and the DSRC onboard unit 11 mounted on the vehicle. The processing unit 27 detects the intention of the occupant of the host vehicle MC to make a left turn based on the operating state of the left winker acquired via the CAN. The processing unit 27 acquires signal display information of an intersection where the host vehicle is about to enter based on traffic information acquired by wireless communication between the roadside DSRC transmitter 3 and the DSRC onboard device 11 mounted on the vehicle. The processing unit 27 detects the vehicle speed V _now and the acceleration Ds as the traveling state of the host vehicle MC via the CAN. Based on the signal display information and the vehicle speed V _now , the processing unit 27 detects that the host vehicle is stopped by a red signal before the intersection.

Then, when the processing unit 27 detects that the host vehicle MC has the intention of making a left turn while the red signal is stopped and the two-wheeled vehicle MB traveling behind the host vehicle MC exists, Based on the acceleration at the start of the running of the vehicle, the necessity for alerting the two-wheeled vehicle MB is determined. When the processing unit 27 determines that there is a need for alerting, the processing unit 27 provides information indicating that the two-wheeled vehicle MB is approaching from the rear of the vehicle at that timing.
As a result, when the vehicle MC starts with a green light from a state where it is stopped by a red light before the intersection, if the driver is not wary of the two-wheeled vehicle MB traveling behind, an alert regarding the two-wheeled vehicle MB is issued. Can be output. Therefore, the safety at the time of turning left at the intersection can be improved.

(2) When the processing unit 27 detects that the host vehicle is stopped due to a red signal, the processing unit 27 detects the number of the host vehicle located from the head of the stopped vehicle train. Then, the processing unit 27 changes the easiness of establishment of the condition that there is a need for alerting according to the stop position of the host vehicle at the red light.
As described above, the degree of concern about the involvement of the two-wheeled vehicle MB when the host vehicle MC starts and turns left with a green signal is different depending on the number of vehicles in the stopped vehicle train due to the red signal. To determine the need for alerting. Thereby, it is possible to provide appropriate information according to the situation. As a result, it is possible to suppress unnecessary alerting and to suppress insufficient alerting.

(3) The processing unit 27 is more careful when the host vehicle is stopped within the third vehicle in the stopped vehicle train due to a red light than when the host vehicle is stopped after the fourth vehicle in the stopped vehicle train. Make it easier to determine that there is a need for arousal.
In this way, when the own vehicle is stopped by the fourth signal in the stopped vehicle train due to the red light, considering that there is less concern about the involvement of the straight motorcycle when turning left immediately after switching to the green light, Judge the necessity of alerting. Therefore, unnecessary alerting can be suppressed, and reduction of the driver's attention due to frequent unnecessary alerting can be suppressed. As a result, the reliability of alerting can be improved.

(4) The processing unit 27 is more careful when the host vehicle is stopped at the second or third vehicle in the stopped vehicle train due to the red signal than when it is stopped at the head of the stopped vehicle train. Make it easier to determine that there is a need for arousal.
As described above, when the own vehicle is stopped at the second or third vehicle in the stopped vehicle train due to the red signal, the vehicle is moved to the leading vehicle by switching to the green signal and warned against the straight motorcycle. In consideration of the fading, we will actively call attention. Therefore, the safety at the time of the left turn immediately after switching to a green light can be improved more effectively.

(5) The processing unit 27 determines that there is a need for alerting when the acceleration Ds at the start of running of the host vehicle immediately after the green signal is switched is greater than the acceleration threshold value α. The processing unit 27 changes the acceleration threshold value α in a step-like manner according to the number of vehicles in the stopped vehicle row where the host vehicle is stopped by the red signal. At this time, the acceleration threshold value α is changed in a direction in which the acceleration Ds at the time of start of the host vehicle easily exceeds the acceleration threshold value α, thereby making it easy to determine that there is a need for alerting.
Thereby, according to the own vehicle stop position at the time of a red signal, the ease of alerting can be set appropriately.

(6) The processing unit 27 is a reference that is the sum of the remaining distance Lr from the position where the host vehicle is stopped at the time of a red signal to the stop line before the intersection, and the preset length and distance between the vehicles. By comparing with the distance L1, it is detected how many vehicles in the stopped vehicle train are located.
Therefore, the own vehicle stop position can be detected relatively easily.

(Modification)
(1) In each of the above embodiments, by comparing the remaining distance Lr to the stop line (stop position P) of the host vehicle MC with the reference distance L1, the host vehicle MC stops at what number in the stop vehicle row. Judging whether or not. Instead of this, for example, it is also possible to determine the number of vehicles in the stopped vehicle row where the host vehicle MC is stopped by image processing.

  (2) In each of the above embodiments, traffic information such as information on the motorcycle MB and road information such as road structure are obtained by road-to-vehicle communication with the DSRC transmitter 3 and the optical beacon communication device 7 installed on the roadside. However, inter-vehicle communication can also be used. For example, a road structure can be acquired from a vehicle traveling in front of the host vehicle, or information on a two-wheeled vehicle traveling behind the host vehicle can be acquired from a vehicle traveling behind the host vehicle.

  DESCRIPTION OF SYMBOLS 1 ... Roadside infrastructure equipment, 2 ... Image sensor, 2a ... Imaging area, 3 ... DSRC transmitter, 4 ... DSRC control apparatus, 5 ... Traffic light, 6 ... Signal controller, 7 ... Beacon communication apparatus, 8 ... Beacon control apparatus, DESCRIPTION OF SYMBOLS 10 ... Vehicle driving assistance device, 11 ... DSRC onboard equipment, 11a ... DSRC antenna, 12 ... Beacon antenna, 13 ... Car navigation system, 21 ... Navigation ECU, 22 ... Display, 23 ... Speaker, 24 ... DSRC communication part, 25 ... Optical communication unit, 26 ... CAN communication unit, 27 ... processing unit, 28 ... HMI control unit

Claims (6)

A vehicle driving support device for supporting a left turn of the host vehicle at an intersection,
A communication means having at least one of a road-to-vehicle communication function and a vehicle-to-vehicle communication function;
Two-wheeled vehicle detecting means for detecting a two-wheeled vehicle traveling behind the host vehicle by the communication means;
A left turn intention detecting means for detecting a left turn intention of an occupant of the own vehicle based on an operating state of a direction indicator mounted on the own vehicle;
Signal display acquisition means for acquiring signal display information of an intersection where the vehicle is about to enter by the communication means;
Traveling state detection means for detecting vehicle speed and acceleration as the traveling state of the host vehicle;
Red signal stop detection for detecting that the host vehicle is stopped by a red signal before an intersection based on the signal display information acquired by the signal display acquisition unit and the vehicle speed detected by the traveling state detection unit Means,
When the red signal stop detection means detects that the host vehicle is stopped, the left turn intention detection means detects that there is an intention to turn left, and the two-wheeled vehicle detection means detects the rear of the host vehicle. When it is detected that there is a two-wheeled vehicle traveling on the vehicle, it is necessary to alert the two-wheeled vehicle based on the acceleration of the own vehicle detected by the traveling state detecting means when the own vehicle starts at the next green light. The necessity judgment means to judge,
Information presenting means for presenting information indicating that the two-wheeled vehicle is approaching from the rear of the host vehicle at a timing when the necessity determining means determines that there is a need for alerting ;
A stop position detecting means for detecting when the own vehicle is stopped by the red signal stop detecting means, and detecting the position of the own vehicle from the head of the stopped vehicle train;
The necessity determination means changes the easiness of establishment of the condition that there is a need for alerting according to the stop position of the host vehicle detected by the stop position detection means. apparatus. The necessity determination means includes a case where the stop position of the host vehicle detected by the stop position detection means is within the third vehicle in the stop vehicle train, and a case where the stop position is after the fourth vehicle in the stop vehicle train. The vehicle driving support device according to claim 1 , wherein the vehicle driving support device makes it easier to determine that the alerting is necessary. The necessity determining means, when the stop position of the host vehicle detected by the stop position detecting means is any of the second and third vehicles in the stop vehicle train, the stop position is at the head of the stop vehicle train. 3. The vehicle driving support device according to claim 1 , wherein the vehicle driving support device according to claim 1 , wherein the vehicle driving assistance device makes it easier to determine that there is a need to call attention as compared to a case where there is a certain warning. The necessity determination means detects that the left turn intention detection means has a left turn intention when the red signal stop detection means detects that the host vehicle is stopped, and the two-wheeled vehicle When it is detected by the detecting means that there is a two-wheeled vehicle traveling behind the host vehicle, the acceleration of the host vehicle detected by the driving state detecting unit when the host vehicle starts with the next green signal is a preset acceleration. When it is larger than the threshold value, it is determined that there is a need for the alert,
According to the stop position of the host vehicle detected by the stop position detection unit, the acceleration threshold value is changed in a stepwise manner in such a direction that the acceleration of the host vehicle detected by the running state detection unit tends to exceed the acceleration threshold value. The vehicle driving support device according to any one of claims 1 to 3 , wherein the vehicle driving assistance device makes it easy to determine that the alerting is necessary. The stop position detecting means includes
A remaining distance calculating means for calculating a remaining distance to the stop line of the own vehicle when the red signal stop detecting means detects that the own vehicle is stopped;
The remaining distance to the stop line calculated by the remaining distance calculating means is compared with a reference distance that is the sum of the length of one vehicle set in advance and the inter-vehicle distance, and the number of vehicles in the stopped vehicle row The vehicle driving support device according to any one of claims 1 to 4 , wherein the vehicle driving support device detects whether the eye is positioned. A vehicle driving support method for supporting a left turn of an own vehicle at an intersection,
Detecting a two-wheeled vehicle traveling behind the host vehicle by at least one of a road-to-vehicle communication function and a vehicle-to-vehicle communication function;
Detecting a left turn intention of an occupant of the own vehicle based on an operating state of a direction indicator mounted on the own vehicle;
Obtaining signal display information of an intersection where the vehicle is about to enter by the communication function;
Detecting vehicle speed and acceleration as the running state of the host vehicle;
Detecting based on the signal indication information and the vehicle speed that the host vehicle is stopped by a red signal before an intersection;
A step of detecting when the host vehicle is stopped when detecting that the host vehicle is located from the head of the stopped vehicle train;
According to the detected stop position of the own vehicle, a step of changing the easiness of establishment of the condition that there is a need for alerting the motorcycle,
When it is detected that the host vehicle is stopped due to a red light, it is detected that there is an intention to turn left, and it is detected that there is a two-wheeled vehicle traveling behind the host vehicle. based on the acceleration of the vehicle detected when the vehicle is starting at the next green light, and determining the necessity of the alert,
And a step of presenting information indicating that the two-wheeled vehicle is approaching from the rear of the vehicle at a timing when it is determined that the alerting is necessary.

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