JP6243280B2 - Vehicle driving support device - Google Patents

Description

  The present invention is a vehicle in which a traveling vehicle receives signal information of the traffic signal from outside (external) at an upstream point of an intersection where a traffic signal is installed, and passes the intersection using the received signal information. The present invention relates to a driving support apparatus.

  In Patent Document 1 and Patent Document 2, information on the position of a traffic light installed in the traveling direction of the vehicle and information on the color change parameter of the traffic light transmitted from a road beacon is received. By calculating the passing speed range (minimum speed and maximum speed) that can pass through each traffic light in the blue lighting time zone of multiple traffic lights including the following traffic lights and displaying them on the display unit to inform the driver In addition, a roadside communication receiver and a roadside communication system that support passage through a traffic signal of a vehicle have been proposed ([0008] and [0011] of Patent Document 1 and [0008] and [0012] of Patent Document 2). And FIG. 1).

Recently, such a signal passing support system has been promoted for practical use as a green wave driving support system for facilitating traffic on a road provided with a traffic light, saving energy of a vehicle, and thus reducing CO ₂ .

  In Patent Document 3, when a vehicle passes an intersection where a traffic signal is installed, the current lamp color of the traffic signal, the lighting time of each lamp color, and the next lamp color change at an upstream point of the intersection. Receiving signal information including the remaining number of seconds (remaining time, waiting time), etc. from outside the vehicle, and calculating the arrival time of the own vehicle to the intersection from the received signal information and the position / vehicle speed of the own vehicle, When the arrival time to the intersection is longer than the time until the traffic light changes from blue to yellow or red, a vehicle driving support device that notifies the driver (driver) to start deceleration It has been proposed ([0032]-[0035] of Patent Document 3). That is, Patent Literature 3 proposes a vehicle driving support device that performs stop support at a traffic signal of a vehicle.

  The signal stop support system proposed in Patent Document 3 is also included in the green wave travel support system from the viewpoint of avoiding unnecessary acceleration operation of the vehicle, thereby saving energy of the vehicle and improving fuel efficiency.

Japanese Patent Laid-Open No. 5-128399 Japanese Patent Laid-Open No. 5-128400 JP 2010-244308 A

  In the above-mentioned Patent Documents 1 and 2, the passing speed range (minimum speed and maximum speed) of the traffic light is displayed on the display and informed to the driver, so that it is configured to perform passing assistance at the traffic light of the vehicle. However, when the calculated passing speed range is displayed as it is, if the displayed passing speed range is far from the current speed of the vehicle, there is a possibility that the driver is recommended to travel at an unfavorable speed.

  For example, if the calculated passing speed range is considerably higher than the current speed, it does not match the current traffic environment (for example, road shapes such as sharp curves, traffic jams, surrounding vehicle conditions such as the preceding vehicle is slow, etc.) Since the vehicle is accelerated to a speed, a large understeer is generated, and an unexpected turn is generated in the preceding vehicle, which is not preferable.

  In addition, if the calculated passing speed range is considerably lower than the current speed, the speed will be reduced to a speed that is not suitable for the current traffic environment. There is a possibility that a rear-end collision with the vehicle may occur, which is not preferable.

  Patent Document 3 described above does not disclose a technique for avoiding these undesirable situations.

  The present invention has been made in consideration of the above-mentioned various problems, avoids providing the driver with information on a passing speed range that does not match the current traffic environment, and based on signal information, It is an object of the present invention to provide a vehicular driving support device that enables a driver to promptly and accurately perform an appropriate deceleration operation when it is determined that it is inevitable to stop according to a traffic signal at the next intersection.

  A driving support device for a vehicle according to the present invention includes: a receiving unit that receives signal information including at least a light color transition of a traffic light installed at an intersection and a lighting time of each of the light colors from outside the vehicle; Based on the remaining distance calculation unit that calculates the remaining distance indicating the distance to the intersection, and the signal information and the remaining distance, the upper limit speed and the lower limit speed that can pass through the intersection in a non-stop manner according to the color of the traffic light are calculated. By comparing the passing speed range calculation unit that calculates the passing speed range indicating the speed range that can pass non-stop according to the color of the traffic light, the current speed of the host vehicle, and the passing speed range. And a driving support information output unit that outputs driving support information for a driver based on a comparison result by the comparing unit, and the comparing unit includes the current speed, It is a speed within an overspeed range, or when the speed is higher than the upper limit speed of the passing speed range, the difference from the upper limit speed is less than a first threshold value, or the lower limit of the passing speed range When the speed is lower than the speed, it is determined whether the difference from the lower limit speed is smaller than a second threshold, and the driving support information output unit determines that the driving is performed when any of the determinations by the comparison unit is affirmative. The passing speed range is output as support information.

  According to this invention, the speed difference between the current speed and the upper and lower limit speed of the passing speed range is a predetermined value (the first threshold value on the upper limit side, the second threshold value on the lower limit side, and the first and second threshold values are the same value). (If the current speed is within the passing speed range, the passing speed range is output.) If the speed is smaller than that, it will provide information to the driver in the passing speed range that does not match the current traffic environment. It is avoided to do. The second threshold may be a zero value.

  In this case, when the comparison unit determines that the difference from the upper limit speed when the current speed is higher than the upper limit speed of the passing speed range is greater than the first threshold, or the passing speed range A deceleration support determination unit that determines whether or not deceleration support is necessary for stopping before the intersection when it is determined that a difference from the lower limit speed in the case of a speed lower than the lower limit speed is greater than the second threshold value, The driving support information output unit preferably outputs deceleration support information as the driving support information when the deceleration support determination unit determines that the deceleration support is necessary.

  In this way, when it is determined that it is inevitable to stop according to the traffic light at the next intersection with the traffic light based on the signal information, it is possible to prompt the driver to perform an appropriate deceleration operation in a timely manner. As a result, unnecessary acceleration operation by the driver can be avoided, and the fuel efficiency of the vehicle can be improved, thereby contributing to energy saving.

  The deceleration support determination unit calculates a stop distance indicating a distance to the intersection necessary for stop by deceleration before outputting the deceleration support information when it is determined that the deceleration support is necessary. The stop distance is compared with the remaining distance indicating the distance from the vehicle position to the intersection, and when it is determined that the remaining distance ≦ the stop distance is satisfied, it is determined that the deceleration support is necessary. By doing so, it is possible to prompt the driver to perform a more appropriate and accurate deceleration operation.

  According to the present invention, it is possible to avoid providing information to a driver in a passing speed range that does not match the current (actual) traffic environment.

  Providing information on the passing speed range that does not match the traffic environment, for example, providing information such as raising the speed to an extremely high speed, and if the driver accelerates, it may induce swaying around the vehicle and instability of vehicle behavior However, it is possible to avoid the occurrence of instability and instability of vehicle behavior. In addition, information is provided to reduce the speed to an extremely low speed, and if the driver decelerates, there is a possibility of incurring a trailing vehicle from a subsequent vehicle or a sudden collision. The possibility of hitting and the rear-end collision of the following vehicle can be avoided in advance.

  Also, based on the signal information, when it is determined that it is inevitable to stop according to the traffic light at the next intersection where the traffic light is present, the driver can be prompted to perform an appropriate deceleration operation in a timely manner.

1 is a schematic configuration diagram of a vehicle driving support system in which infrastructure related to a road on which a vehicle on which a vehicle driving support device according to this embodiment is mounted is maintained. It is a block diagram which shows the structure of the driving assistance device for vehicles which concerns on this embodiment mounted in the vehicle. It is a flowchart with which operation | movement description of the driving assistance device for vehicles which concerns on this embodiment is provided. It is explanatory drawing which shows the example of the signal information obtained by road-to-vehicle communication. It is explanatory drawing with which it uses for the calculation example of the passage speed range within a green signal. It is explanatory drawing of a condition search table. It is explanatory drawing which shows the example of a driving assistance display at the time of passing a traffic signal with a green light. FIG. 8 is a deceleration model diagram for calculating a stop distance due to deceleration when it is determined that it is impossible to pass under a green light. It is explanatory drawing of the example of a display of an accelerator off recommendation.

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

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

  The vehicle driving support system 16 includes a signal controller 22 that controls a traffic light 20 installed at an intersection B (also referred to as a point B) on the road 14 and an upstream point A (a distance Xa [m] away from the intersection B). An optical beacon transmission / reception controller 26 that controls the optical beacon transceiver 24 installed on the roadside of the installation point A, the optical beacon reception point A, the reception point A, or simply the point A), and the signal controller 22 An information relay determination device 28 connected to the optical beacon transmission / reception controller 26 is provided.

  In this embodiment, the traffic light 20 is such that the vehicle 12 stops at a blue light 21b (including a green light and the like) through which the vehicle 12 can pass through the intersection B and a stop position (stop line) C at the intersection B. Alternatively, when the vehicle cannot be stopped safely at the stop position C, the yellow light 21y (including amber light, orange light, etc.) that prompts passage is prohibited and the vehicle 12 is prohibited from traveling downstream from the stop position C at the intersection B. A red lamp 21r. The traffic light 20 with the blue light 21b lit is also called a blue light, the traffic light 20 with the yellow light 21y lit is called a yellow light, and the traffic light 20 with the red light 21r lit is called a red light.

  The signal controller 22 manages and controls the transition of the light color of the traffic light 20 and the remaining number of seconds of each light color based on the signal information 70 (see FIG. 4) determined at that time, and drives the traffic light 20. .

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

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

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

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

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

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

  The vehicle driving assistance device 10 includes a driving assistance ECU 50 (Electronic Control Unit), and an optical beacon transceiver 52, a navigation device 54, a vehicle speed sensor 56, and the like are connected to the driving assistance ECU 50. Then, the driving support ECU 50 processes the signals from these connection devices and outputs the processing results to the display unit 60 such as a color display and the sound output unit 59 such as a speaker constituting a meter panel (instrument panel). .

  The driving support ECU 50 is a computer including a microcomputer, and includes a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), an A / D converter, and a D / A conversion. Input / output device such as a timer, a timer as a timer, etc., and the CPU reads and executes a program recorded in the ROM so that various function realizing units (function realizing means) such as a control unit and a calculation unit And function as a processing unit or the like. Various function implementation units can also be configured by hardware. In that case, the technical term “... Unit (means)” is replaced with “.

  In this embodiment, the driving support ECU 50 specifically includes a remaining distance calculation unit 61, a passing speed range calculation unit 62, a comparison unit 63, a driving support information output unit 64, a deceleration support determination unit 65, and a sound output unit 59. Functions as a display control unit 69 that controls the sound output of the display and the display output on the display unit 60.

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

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

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

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

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

  Note that the legal maximum speed (limit speed) of the road 14 is acquired as the signal information 70. The speed limit can also be obtained from the navigation device 54.

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

  Next, when the signal information 70 is acquired and at every very short predetermined time (processing cycle), in step S2, the remaining distance calculation unit 61 determines the elapsed time from the reception point A of the signal information 70 and the reception point A. Is calculated, and the remaining number of seconds for each lamp color and the remaining distance X to the stop position C (remaining distance: X = Xa−traveling distance) are updated.

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

  Next, in step S3, the passing speed range calculation unit 62, based on the current position and the current time, during the scheduled time (scheduled number of seconds) during which the blue lamp 21b of the next (most recent) traffic light 20 is lit. In other words, a speed range (passing speed range, passable speed range) Vrange that can pass through the next intersection B with a green light is calculated.

For example, as shown in FIG. 5, the passing speed range Vrange is calculated. In this case, the time from the current time (0) at the current position (0) of the traveling vehicle 12 to the end of the current red signal is defined as T1 (number of remaining seconds), and the next green signal ends from the current time. Time (time until the start of the next yellow signal) is T2 {T1 + (scheduled number of green signals)}. Then, the upper limit speed V1 indicated by the solid line in the passing speed range Vrange is calculated by the following equation (1) obtained by dividing the remaining distance X to the stop position C (intersection position) of the intersection B by the time T1, Similarly, it is understood that the lower limit speed V2 indicated by the solid line is calculated by the following equation (2) obtained by dividing the remaining distance X of the intersection B to the stop position C (intersection position) by the time T2.
V1 = X / T1 (1)
V2 = X / T2 (2)

  In FIG. 5, time T3 indicates the time when the next yellow signal ends (the time when the next red signal starts).

  Next, in step S4, the comparison unit 63 compares the current speed (also referred to as the current vehicle speed) v of the host vehicle with the passing speed range Vrange and performs a comparison process (comparison determination process) described below. Do.

  The details of the comparison processing by the comparison unit 63 will be described with reference to the condition search table (condition search map) 90 in FIG. The vertical axis in FIG. 6 indicates the speed, and the horizontal axis indicates items (“meaning of speed range”, “support mode”, “condition”, “presence / absence of output of passing speed range”).

  In step S4, the comparison unit 63 performs comparison processing (comparison determination processing) under conditions 1 to 5 described below.

  Condition 1: The current speed v of the vehicle 12 is a speed (V2 ≦ v ≦ V1) within the passing speed range Vrange.

  Condition 2: When the current speed v is higher than the upper limit speed V1 of the passing speed range Vrange, the difference (v−V1) between the higher speed v and the upper limit speed V1 is smaller than the first threshold value ΔVth1 (v− V1 ≦ ΔVth1). In this specification, for convenience of understanding, the difference is determined by subtracting a small value from a large value so as not to become a negative value, but may be an absolute value of the difference.

  Condition 3: When the current speed v is a speed v lower than the lower limit speed V2 of the passing speed range Vrange, the difference (V2-v) between the lower speed v and the lower limit speed V2 is smaller than the second threshold value ΔVth2 (V2 −v ≦ ΔVth2).

  Condition 4: The current speed v is larger than the speed (V1 + ΔVth1) obtained by adding the first threshold value ΔVth1 to the upper limit speed V1 of the passing speed range Vrange (v> V1 + ΔVth1).

  Condition 5: The current speed v is smaller than the speed (V2−ΔVth2) obtained by subtracting the second threshold value ΔVth2 from the lower limit speed V2 of the passing speed range Vrange (v <V2−ΔVth2).

  The specific values of the first threshold value ΔVth1 and the second threshold value ΔVth2 are the current speed, the traffic environment (the road shape, the degree of traffic congestion, the surrounding vehicle conditions such as the preceding vehicle or the following vehicle, the legal maximum speed of the road 14).・ Determine appropriately according to the minimum speed. It may be a fixed value. In general, when the second threshold value ΔVth2 is large, the driver is prompted to perform a strong acceleration operation. Therefore, the second threshold value ΔVth2 is set to be smaller than the first threshold value ΔVth1 (ΔVth1> ΔVth2).

  The second threshold value ΔVth2 may be a zero value (ΔVth2 = 0) so that the driver is not prompted to accelerate.

In the comparison process in step S4, when the condition shown in the following expression (3) is satisfied, the conditions 1, 2, and 3 are satisfied, and the comparison process result is satisfied.
V2−ΔVth2 ≦ v ≦ V1 + ΔVth1 (3)

  When the comparison processing result of step S4 by the comparison unit 63 is satisfied (step S4: YES), in step S5, the driving support information output unit 64 outputs the passing speed range Vrange to the display control unit 69.

  The display control unit 69 outputs a display signal corresponding to the input passage speed range Vrange to the display unit 60.

  In this case, as shown in FIG. 7, for example, when the condition 2 is satisfied (V1 <v ≦ V1 + ΔVth1), the intersection B is set to the traffic light 20 from the driving support information output unit 64 to the display unit 60 through the display control unit 69. In accordance with the lamp color (blue light 21b), the displayed passing speed range VRb corresponding to the passing speed range Vrange that can be passed non-stop is displayed.

  In FIG. 7, a speedometer 76 having an arc-shaped speed scale 72 and a pointer 74 (indicator) is displayed on the display unit 60, and a red signal is displayed around the arc-shaped speedometer 76 in association with the speedometer 76. And the maximum speed V1 = 50 [km / h] for passing through the intersection B (stop position C) at the timing when the green signal starts and the maximum speed is reached, and at the timing when the green signal ends and the yellow signal starts, the intersection B ( A passing speed range VRb having a minimum speed V2 = 10 [km / h] for passing through the stop position C) is displayed in a blue color.

  In the display of the example in FIG. 7, the pointer 74 of the speedometer 76 indicating the current vehicle speed v indicates the speed v = 55 [km / h] exceeding the passing speed range VRb (55−50 ≦ ΔVth1). In the traffic light 20, the accelerator pedal opening is made small so that the pointer 74 falls within the blue-type passing speed range VRb, and the pointer 74 is made lower than the upper limit speed V 1, so that the speed of the traffic light 20 can be reduced without much deceleration (minimizing deceleration). It is possible to pass through the intersection B where is installed with a so-called green light. In this case, it is notified by voice through the sound output unit 59 that the current speed v is lowered so as to fall within the passing speed range VRb (deceleration is necessary), and there is a high possibility that the traffic light 20 can be passed. Also good.

  On the other hand, when the conditions 4 and 5 are satisfied in the comparison process of step S4, that is, the difference from the upper limit speed V1 when the current speed v is higher than the upper limit speed V1 of the passing speed range Vrange ( When it is determined that (v−V1) is larger than the first threshold value ΔVth1 (v> V1 + ΔVth1) (condition 4) (step S4: NO), or when the speed is lower than the lower limit speed V2 of the passing speed range Vrange, the lower limit speed When it is determined that the difference (V2−v) from V2 is greater than the second threshold value ΔVth2 (v <V2−ΔVth2) (condition 5) (step S4: NO), the deceleration support determination unit 65 determines the traffic light at the intersection B. It is determined that it is impossible to pass 20 under a green light (passage is impossible), and it is determined that there is a need for deceleration support for stopping before intersection B.

  When the determination in step S4 is negative, the display of the passing speed range VRb shown in FIG. 7 showing the passing speed range Vrange is not output (not displayed) under conditions 4 and 5.

  When it is determined that it is impossible to pass the traffic light 20 at the intersection B under the green light (passage is impossible) (step S4: NO), the deceleration support determination unit 65 determines a deceleration model (travel model) that is defined in advance in step S6. The stop distance Xstop required for the stop by deceleration, which can be stopped safely at the stop position C of the intersection B along the simulation model), is calculated.

  FIG. 8 shows a deceleration model (definition model) 82r (deceleration characteristics) for calculating a stop distance Xstop due to deceleration when it is determined that it is impossible (passage is impossible) to pass the traffic light 20 at the intersection B under a green light. Show.

In the deceleration model 82r, the driver reaction time is α [sec], the deceleration due to the accelerator off (idle state where the accelerator pedal is returned to the original position by the return spring) is a [m / sec ² ], and the deceleration due to the foot brake is b [m / sec ² ] (| a | <| b |), the current speed is v [m / sec], and the deceleration target speed at which the footbrake operation is started is v _r [m / sec].

Here, when the driver is recommended to decelerate by turning off the accelerator at the current position (0) that is traveling at the current speed v, the stop distance Xstop is caused by a reaction delay based on the reaction time α of the driver. Braking distance (v _r ² -v ² ) / 2a, (v _b ² -v ² ) / 2a, deceleration b by foot brake, based on idle running distance vα and deceleration a by acceleration off As a sum of braking distances (−v _r ² ) / 2b and (−v _b ² ) / 2b based on the constant acceleration linear motion by the following equation (4):
Xstop = vα + {(v _r ² −v ² ) / 2a} + {(− v _r ² ) / 2b}
= Vα + [{(b−a) v _r ² −bv ² } / 2ab] (4)

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

  Next, in step S7 after the process of step S6, the deceleration support determination unit 65 determines that the remaining distance X from the current position calculated in step S2 to the stop position C of the intersection B where the traffic light 20 is installed is the step S7. It is determined whether it is shorter than the stop distance Xstop calculated in (X ≦ Xstop).

  If the remaining distance X to the stop position C is longer than the stop distance Xstop (step S7: NO), the process returns to step S1 without performing deceleration support.

  On the other hand, when the remaining distance X to the stop position C is shorter than the stop distance Xstop (step S7: YES, X ≦ Xstop), in step S8, the deceleration support determination unit 65 performs an accelerator-off operation on the driver. Accelerator-off recommended processing for prompting is performed.

  In this case, in the accelerator-off recommendation process, as shown in FIG. 9, “accelerator OFF recommendation” 80 c is displayed on the multi-information display 80 of the display unit 60. Note that since the conditions 4 and 5 are satisfied, the passage speed range VRb is not displayed (output) (not output). Simultaneously with the display 80c of “Accelerator OFF recommended”, the sound output unit 59 may output a voice prompting “Accelerator OFF is recommended” by voice.

  At this time, when the driver starts the deceleration process by the accelerator-off operation, the deceleration process is performed based on the deceleration model 82r shown in FIG. 8 and the vehicle 12 can be safely stopped at the stop position C at the intersection B.

[Summary of Embodiment]
As described above, the vehicle driving support device 10 according to this embodiment mounted on the vehicle 12 includes at least the transition of the light color of the traffic light 20 installed at the intersection B and the lighting time of each of the light colors. An optical beacon transmitter / receiver 52 that receives the signal information 70 from the optical beacon transmitter / receiver 24 that is a roadside device outside the vehicle, and a remaining distance that calculates a remaining distance X that indicates the distance from the position of the host vehicle 12 to the intersection B Based on the calculation unit 61, the signal information 70, and the remaining distance X, the upper limit speed V1 and the lower limit speed V2 that can pass through the intersection B in a non-stop manner according to the light color of the traffic light 20 are calculated. A passing speed range calculation unit 62 that calculates a passing speed range Vrange indicating a speed range that can pass in a non-stop manner according to the light color, a current speed v of the host vehicle 12, and a passing speed range V It comprises a comparator 63 for comparing the ange, and based on the comparison result by the comparison unit 63, the driving support information output unit 64 for outputting the driving assist information to the driver, the.

  Then, the comparison unit 63 determines whether the current speed v is a speed (V2 ≦ v ≦ V1) in the passing speed range Vrange (condition 1) or an upper limit when the speed v is higher than the upper limit speed V1 of the passing speed range Vrange. Whether the difference (v−V1) from the speed V1 is a speed smaller than the first threshold value ΔVth1 (v−V1 ≦ ΔVth1) (condition 2), or the speed v is lower than the lower limit speed V2 of the passing speed range Vrange. It is determined whether or not the difference (V2-v) from the lower limit speed V2 is a speed smaller than the second threshold value ΔVth2 (V2-v ≦ ΔVth2) (condition 3).

  Next, when any of the determinations by the comparing unit 63 is affirmative (the condition 1, 2 or 3 is satisfied), the driving support information output unit 64 serves as the driving support information. The passing speed range Vrange is output, and the passing speed range VRb is displayed on the speedometer 76 of the display unit 60. The example of FIG. 7 shows a display example when the condition 2 is satisfied.

  Thus, the speed difference (v−V1, V2−v) between the current speed v and the upper and lower limit speeds (V1, V2) of the passing speed range Vrange is a predetermined value (the first threshold ΔVth1 on the upper limit side and the first threshold ΔVth1 on the lower limit side). 2 threshold value ΔVth2, the first and second threshold values may be equal value ΔVth1 = ΔVth2) (if the current speed v is a speed within the passing speed range Vrange), the passing speed range Vrange is output. Thus, providing information to the driver in the passing speed range that does not match the current traffic environment, such as when the conditions 1, 2, and 3 are not satisfied (conditions 4 and 5), is avoided.

  When the comparison unit 63 determines that the current speed v is a speed v higher than the upper limit speed V1 of the passing speed range Vrange, the difference (v−V1) from the upper limit speed V1 is greater than the first threshold value ΔVth1 (v−V1>). ΔVth1) (when the current speed v is considerably high), or when the current speed v is a speed v lower than the lower limit speed V2 of the passing speed range Vrange, the difference (V2−v) from the lower limit speed V2 is A deceleration support determination unit that determines that there is a need for deceleration support for stopping before the intersection B when it is determined that it is greater than the second threshold value ΔVth2 (V2−v> ΔVth2) (when the current speed v is considerably low). 65, the driving support information output unit 64, when the deceleration support determination unit 65 determines that the deceleration support is necessary (conditions 4 and 5), as the driving support information, the driving speed information Vrang May output a deceleration support information by alternative (recommended accelerator-off operation) to.

  In this way, when it is determined that it is inevitable to stop at the next intersection B of the traffic light 20 according to the traffic light 20 based on the signal information 70, it is possible to prompt the driver to perform an appropriate deceleration operation in a timely manner. . As a result, unnecessary acceleration operation by the driver can be avoided, and the fuel consumption of the vehicle 12 can be improved, thereby contributing to energy saving.

  It should be noted that the deceleration support determination unit 65 indicates the distance to the intersection B required for stopping by deceleration before outputting the deceleration support information (recommendation of accelerator-off operation) when determining that the deceleration support is necessary. A stop distance Xstop is calculated, and the calculated stop distance Xstop is compared with the remaining distance X indicating the distance from the position of the vehicle 12 to the intersection B, and the remaining distance ≦ the stop distance (X ≦ Xstop) is satisfied. If it is determined that the speed reduction information is output, the driver can prompt the driver to perform a more appropriate and accurate deceleration operation.

  As described above, according to this embodiment, it is possible to avoid providing information to a driver in a passing speed range that does not match the current (actual) traffic environment.

  As a result, information on the passing speed range that does not match the traffic environment, for example, information on raising the speed to an extremely high speed is provided. Although there is a possibility of inducing it, it is possible to avoid the induction of instability or instability of the vehicle behavior.

  In addition, information is provided to reduce the speed to an extremely low speed, and if the driver decelerates, there is a possibility of incurring a trailing vehicle from a subsequent vehicle or a sudden collision. The possibility of hitting and the rear-end collision of the following vehicle can be avoided in advance.

  Furthermore, when it is determined that it is inevitable to stop according to the traffic light 20 at the next intersection B of the traffic light 20 based on the signal information 70, the driver can be prompted to perform an appropriate deceleration operation in a timely manner.

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

DESCRIPTION OF SYMBOLS 10 ... Vehicle driving assistance device 12 ... Vehicle 20 ... Traffic light 24, 52 ... Optical beacon transceiver 50 ... Driving assistance ECU 60 ... Display part 61 ... Remaining distance calculation part 62 ... Passing speed range calculation part 63 ... Comparison part 64 ... Driving Support information output unit 65 ... Deceleration support determination unit 69 ... Display control unit 70 ... Signal information 72 ... Speed scale 74 ... Pointer 76 ... Speedometer 80 ... Multi-information display A ... Upstream point (light beacon receiving point)
B ... Intersection

Claims (6)

A receiver that receives signal information including at least the transition of the light color of the traffic light installed at the intersection and the lighting time of each of the light colors from outside the vehicle;
A remaining distance calculating unit that calculates a remaining distance indicating a distance from the vehicle position to the intersection;
Based on the signal information and the remaining distance, an upper limit speed and a lower limit speed that can pass through the intersection in a non-stop manner according to the light color of the traffic light are calculated, so that the intersection passes in a non-stop manner according to the light color of the traffic light. A passing speed range calculation unit for calculating a passing speed range indicating a possible speed range;
A comparison unit that compares the current speed of the host vehicle with the passing speed range;
A driving support information output unit that outputs driving support information for the driver based on the comparison result by the comparing unit; and
The comparison unit includes:
Determining whether the current speed is equal to or lower than the upper limit speed of the passing speed range and equal to or higher than the lower limit speed ;
The driving support information output unit
When the determination by the comparison unit is affirmative, the passing speed range is output as the driving support information. The vehicle driving support device according to claim 1,
The comparison unit further includes:
When the speed is higher than the upper limit speed of the passing speed range, the difference from the upper limit speed is less than a first threshold, or when the speed is lower than the lower limit speed of the passing speed range, the lower limit speed. It is determined whether or not the speed difference is smaller than the second threshold value. The vehicle driving support device according to claim 2,
When the comparison unit determines that the difference from the upper limit speed when the current speed is higher than the upper limit speed of the passing speed range is greater than the first threshold, or the passing speed range A deceleration support determination unit that determines whether or not deceleration support is required for stopping before the intersection when it is determined that a difference from the lower limit speed in the case of a speed lower than a lower limit speed is greater than the second threshold; Prepared,
The driving support information output unit
When the deceleration support determination unit determines that the deceleration support is necessary, deceleration support information is output as the driving support information. The vehicle driving support device according to claim 3,
The deceleration support determination unit
Calculate a stop distance indicating the distance to the intersection required for stopping by deceleration, compare the calculated stop distance with the remaining distance indicating the distance from the vehicle position to the intersection, and the remaining distance If it is determined that the stop distance is satisfied, it is determined that the deceleration support is necessary. In the driving assistance device for vehicles according to any one of claims 2 to 4,
The vehicle driving support apparatus, wherein the second threshold value is set smaller than the first threshold value. In the vehicle driving assistance device according to any one of claims 1 to 5,
The driving support information output unit does not output the passing speed range when the determination by the comparison unit is negative.

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