JP6605978B2 - Deceleration guidance system, deceleration guidance method, and deceleration guidance program - Google Patents

Description

  The present invention relates to a deceleration guidance system, a deceleration guidance method, and a deceleration guidance program for performing deceleration guidance for an occupant of a target vehicle in accordance with the approach of the target vehicle to a deceleration guidance point that is a target point for deceleration guidance.

  In JP-A-2003-30799 (Patent Document 1), when there is an obstacle ahead of the target vehicle (own vehicle), the vehicle can be stopped before the obstacle at a predetermined deceleration. A system for issuing a warning to prompt the driver to operate the brake is described. In the system described in Patent Document 1, when there is a forward vehicle (preceding vehicle) between the target vehicle and the obstacle, the forward vehicle deceleration or the like is not performed if the target vehicle does not perform a brake operation. When it is considered that there is a possibility of a collision with the vehicle, a presentation process for the preceding vehicle is performed instead of the presentation process for the obstacle.

  By the way, in the situation where there is an obstacle in front of the target vehicle assumed in Patent Document 1, but the target vehicle approaches a preset deceleration guide point, deceleration guidance is given to the passenger of the target vehicle. It is possible to do it. Even in such a situation, a forward vehicle may exist between the target vehicle and the deceleration guide point. In such a case, the technique described in Patent Document 1 is applied, and the deceleration of the front vehicle is considered to possibly collide with the front vehicle if the target vehicle does not perform the brake operation. In some cases, it is conceivable that a warning regarding the preceding vehicle is given instead of the deceleration guide. However, in such a configuration, the warning about the forward vehicle is made only when the deceleration of the forward vehicle is considered to have a possibility of a rear-end collision with the forward vehicle. Avoidance operation for avoiding rear-end collision is likely to be abrupt operation.

JP 2003-30799 A (paragraphs 0018 to 0023)

  Therefore, it is desired to realize a technique capable of performing deceleration guidance in consideration of the preceding vehicle at a relatively early timing even when the preceding vehicle exists in the section from the target vehicle to the deceleration guidance point.

  In view of the above, the characteristic configuration of the deceleration guidance system that performs deceleration guidance for the occupant of the target vehicle in accordance with the approach of the target vehicle to the deceleration guidance point that is the target point of deceleration guidance is An information acquisition unit that acquires position information, position information of the target vehicle, and speed information of the target vehicle, a position of the deceleration guide point, a position of the target vehicle, and a speed of the target vehicle A determination unit that performs guidance determination that is determination of whether or not to perform deceleration guidance based on a first relationship including a relationship, and the information acquisition unit includes a vehicle that travels in front of the target vehicle as a front vehicle. Acquires information on the position of the preceding vehicle and information on the speed of the preceding vehicle when the preceding vehicle is present in a section from the target vehicle to the deceleration guide point, and the determination unit includes: The vehicle ahead is present A sudden deceleration that is a deceleration greater than or equal to a predetermined deceleration based on a third relationship including a relationship between the position of the deceleration guide point, the position of the preceding vehicle, and the speed of the preceding vehicle. When it is determined whether or not there is a possibility that the vehicle will perform until the vehicle reaches the deceleration guide point, and it is determined that the vehicle may perform the sudden deceleration before the preceding vehicle reaches the deceleration guide point In addition to the first relationship, a second relationship including the relationship between the position of the sudden deceleration expected point where the sudden deceleration of the preceding vehicle is expected, the position of the target vehicle, and the speed of the target vehicle The guidance determination is executed based on the above.

  In addition, the technical features of the deceleration guide system in view of the above can also be applied to a deceleration guide method and a deceleration guide program. Such a method and program, and a storage medium storing such a program ( For example, optical discs, flash memories, etc.) are also disclosed herein.

  In this case, the characteristic configuration of the deceleration guide method for performing deceleration guidance for the occupant of the target vehicle in accordance with the approach of the target vehicle to the deceleration guidance point that is the target point of deceleration guidance is the position of the deceleration guidance point. Information acquisition step of acquiring information on the position of the target vehicle, and information on the speed of the target vehicle, and the relationship between the position of the deceleration guide point, the position of the target vehicle, and the speed of the target vehicle A determination step of performing guidance determination that is a determination as to whether or not to perform deceleration guidance based on a first relationship including: a vehicle traveling in front of the target vehicle as a forward vehicle, and in the information acquisition step When the preceding vehicle is present in the section from the target vehicle to the deceleration guide point, information on the position of the preceding vehicle and information on the speed of the preceding vehicle are acquired, and the determination step Then, when the forward vehicle is present, based on a third relationship including the relationship between the position of the deceleration guide point, the position of the forward vehicle, and the speed of the forward vehicle, a predetermined deceleration or more It is determined whether or not there is a possibility of sudden deceleration as deceleration before the preceding vehicle reaches the deceleration guide point, and the rapid deceleration is performed until the preceding vehicle reaches the deceleration guide point. When it is determined that there is a possibility, instead of the first relationship, the position of the sudden deceleration expected point where the sudden deceleration is expected to be generated by the preceding vehicle, the position of the target vehicle, and the speed of the target vehicle The guidance determination is performed based on the second relationship including the relationship between the two.

  Further, in this case, the characteristic configuration of the deceleration guide program that performs deceleration guidance for the occupant of the target vehicle according to the approach of the target vehicle to the deceleration guidance point that is the target point of deceleration guidance is the deceleration guidance point. Information acquisition function for acquiring the position information, the position information of the target vehicle, and the speed information of the target vehicle, the position of the deceleration guide point, the position of the target vehicle, and the speed of the target vehicle Based on the first relationship including the relationship, the determination function to execute the guidance determination that is a determination of whether to perform deceleration guidance, and realize a computer, the vehicle traveling in front of the target vehicle as a front vehicle, The information acquisition function acquires information on the position of the preceding vehicle and information on the speed of the preceding vehicle when the preceding vehicle exists in a section from the target vehicle to the deceleration guide point. The determination function is predetermined based on a third relationship including a relationship between the position of the deceleration guide point, the position of the preceding vehicle, and the speed of the preceding vehicle when the preceding vehicle exists. It is determined whether or not there is a possibility of sudden deceleration that is deceleration greater than or equal to deceleration before the preceding vehicle reaches the deceleration guide point, and the vehicle until the preceding vehicle reaches the deceleration guide point. If it is determined that there is a possibility of sudden deceleration, instead of the first relationship, the position of the sudden deceleration expected point where the sudden deceleration by the preceding vehicle is expected, the position of the target vehicle, and the target The guidance determination is performed based on a second relationship including a relationship between vehicle speeds.

  According to these feature configurations, there is a possibility that a forward vehicle exists in a section from the target vehicle to the deceleration guide point, and the vehicle suddenly decelerates until the forward vehicle reaches the deceleration guide point. If it is determined that there is, guidance determination is performed based on the second relationship instead of the first relationship, which is a determination as to whether or not to perform deceleration guidance. The first relationship includes the relationship between the position of the target vehicle, the speed of the target vehicle, and the position of the deceleration guide point, while the second relationship includes the position of the target vehicle, the speed of the target vehicle, and This includes the relationship between the positions of predicted sudden deceleration points where sudden deceleration is expected by the vehicle ahead. That is, by performing guidance determination based on the second relationship, the forward vehicle is considered from a point earlier than the point when the forward vehicle actually performs a sudden deceleration (a point when it is determined that the sudden deceleration may occur). It is possible to perform the guidance determination, and at the time of guidance determination, the position of the predicted deceleration point closer to the target vehicle than the deceleration guidance point is taken into consideration instead of the position of the deceleration guidance point. Therefore, it is possible to perform guidance determination in consideration of the preceding vehicle. Therefore, according to the above characteristic configuration, even when a forward vehicle exists in the section from the target vehicle to the deceleration guide point, it is possible to perform deceleration guidance considering the forward vehicle at a relatively early timing.

  Further features and advantages of the deceleration guide system, the deceleration guide method, and the deceleration guide program will become more apparent from the following description of embodiments described with reference to the drawings.

Block diagram showing schematic configuration of deceleration guide system The figure which shows the situation where the vehicle ahead does not exist The figure which shows the situation where the front vehicle exists Diagram showing the relationship between vehicle speed and braking distance The figure which shows an example of the speed transition of the object vehicle in the condition where the front vehicle does not exist The figure which shows another example of the speed transition of the object vehicle in the condition where the front vehicle does not exist The figure which shows another example of the speed transition of the object vehicle in the condition where the front vehicle does not exist The figure which shows an example of each speed transition of the object vehicle and the preceding vehicle in the situation where the preceding vehicle exists The figure which shows an example of the relationship between a determination threshold value and distance Flowchart showing an example of the procedure of deceleration guidance processing The flowchart which shows an example of the procedure of a 1st determination process The flowchart which shows an example of the procedure of a 2nd determination process The flowchart which shows an example of the procedure of a 1st cancellation | release determination process The flowchart which shows an example of the procedure of a 2nd cancellation determination process

1. Overall Configuration of Deceleration Guidance System An embodiment of a deceleration guidance system will be described with reference to the drawings. The deceleration guidance system 10 provides deceleration guidance to the occupant (particularly the driver) of the target vehicle 1 in accordance with the approach of the target vehicle 1 to the deceleration guidance point P (see FIG. 2), which is the target point for deceleration guidance. System. Note that the deceleration guide is a warning (attention) that prompts the passenger of the target vehicle 1 to decelerate. The deceleration guide point P is set to a point where there is a high need for such a warning (for example, a sudden braking frequent point where the occurrence frequency of sudden braking operation is higher than a predetermined determination value).

  Although illustration is omitted, the deceleration guide system 10 includes an arithmetic processing device such as a single or plural CPUs (Central Processing Units) as a core member, and also includes a storage device that can be referred to by the arithmetic processing device. The storage device is, for example, a RAM (Random Access Memory) or a ROM (Read Only Memory). And the deceleration guidance system 10 implement | achieves each function for performing deceleration guidance by running each program memorize | stored in the said memory | storage device. Hereinafter, the storage device included in the deceleration guide system 10 is referred to as a “main storage device” in distinction from a storage device 22 (see FIG. 1) described later. Note that the information stored in the main storage device in the present embodiment (including programs and the like) is stored in the storage device 22 and the information stored in the storage device 22 in the present embodiment. (Including programs and the like) may be stored in the main storage device.

  Each component constituting the deceleration guide system 10 may be provided in common hardware or may be divided into a plurality of hardware that can communicate with each other. Each component (in the present embodiment, the storage device 22) constituting the deceleration guidance system 10 is provided in a device in the target vehicle 1 or in the target vehicle 1 via a communication network (for example, the Internet). It is provided in an external device (such as a server) that can communicate with the device. Here, the devices in the target vehicle 1 include not only devices that are fixedly mounted on the target vehicle 1 but also devices that are brought into the target vehicle 1 only during use (for example, portable navigation devices, portable information terminal devices, Including multi-function mobile phones).

  As shown in FIG. 1, the deceleration guidance system 10 includes an information acquisition unit 11 and a determination unit 12. In the present embodiment, the deceleration guidance system 10 further includes a guidance execution unit 13. Each functional unit included in the deceleration guide system 10 is configured by software (program) stored in the main storage device of the deceleration guide system 10, hardware such as a separately provided arithmetic circuit, or both. That is, a program for causing the arithmetic processing unit (computer) to realize the function of each functional unit is stored in a storage device (main storage unit) that can be referred to by the arithmetic processing unit. Each functional unit of the deceleration guidance system 10 is configured to be able to exchange information with each other via a communication network, and can extract data from each storage device (main storage device and storage device 22). It is configured.

  The information acquisition unit 11 is a functional unit that acquires information necessary for guidance determination by the determination unit 12. Specifically, the information acquisition unit 11 acquires information on the position of the deceleration guide point P, information on the position of the target vehicle 1, and information on the speed V1 (traveling speed) of the target vehicle 1. In the present embodiment, as illustrated in FIG. 1, the information acquisition unit 11 is configured to be able to acquire information from each of the communication device 20, the detection device 21, and the storage device 22. That is, the information acquisition unit 11 performs at least one of acquisition of a communication result by the communication device 20, acquisition of a detection result by the detection device 21, and acquisition of information stored in the storage device 22, thereby decelerating guidance. Information on the position of the point P, information on the position of the target vehicle 1, and information on the speed V1 of the target vehicle 1 are acquired. Note that some or all of the communication device 20, the detection device 21, the storage device 22, and the guidance device 23 to be described later may be provided. However, in FIG. Only one each of the detection device 21, the storage device 22, and the guide device 23 is shown. In the present embodiment, the “information acquisition function” is realized by the information acquisition unit 11, and the “information acquisition step” is executed by the processing performed by the information acquisition unit 11.

  When the front vehicle 2 exists in the section from the target vehicle 1 to the deceleration guide point P (see FIG. 3), the information acquisition unit 11 includes information on the position of the front vehicle 2 and the speed V2 (travel) of the front vehicle 2 Speed) information. The “section” is a section along the road on which the target vehicle 1 is traveling. The road on which the target vehicle 1 is traveling can be, for example, a road associated with the current estimated position of the target vehicle 1 (a road that is currently map-matched). In the present embodiment, the information acquisition unit 11 performs at least one of acquisition of a communication result by the communication device 20 and acquisition of a detection result by the detection device 21, so that the position information of the forward vehicle 2 and the front Information on the speed V2 of the vehicle 2 is acquired. Here, as shown in FIG. 3, the front vehicle 2 is a vehicle that travels in front of the target vehicle 1 in the same direction as the target vehicle 1. In the present embodiment, the front vehicle 2 is limited to a vehicle traveling in the same lane as the target vehicle 1 in front of the target vehicle 1.

  When there are a plurality of front vehicles 2 in the section from the target vehicle 1 to the deceleration guide point P, the information acquisition unit 11 selects one front selected from the plurality of front vehicles 2. At least information on the position and speed V2 of the vehicle 2 (hereinafter referred to as “specific front vehicle”) is acquired. The specific front vehicle is the front vehicle 2 that is a target for determining whether or not there is a possibility of sudden deceleration before reaching the deceleration guide point P. As will be described later, this determination is performed by the determination unit 12, and when the determination unit 12 determines that there is a possibility of sudden deceleration by the specific front vehicle, a point where sudden deceleration by the specific front vehicle is expected to occur is determined. Set to the sudden deceleration expected point Q. Here, “rapid deceleration” is a deceleration greater than or equal to a predetermined deceleration. The predetermined deceleration can be set to, for example, 0.3 G or 0.4 G (G is gravitational acceleration). In the present embodiment, when there are a plurality of front vehicles 2 in the section from the target vehicle 1 to the deceleration guide point P, the front vehicle 2 closest to the target vehicle 1 among the plurality of front vehicles 2 (the most The front vehicle 2) on the rear side in the traveling direction is selected as the specific front vehicle. In addition, in addition to the information on the position and speed V2 of the specific front vehicle, the determination unit 12 is the second closest vehicle 1 to the front vehicle 2 other than the specific front vehicle (for example, among the plurality of front vehicles 2). When setting the sudden deceleration expected point Q based also on the information on the position and speed V2 of the preceding vehicle 2), the information acquisition unit 11 also provides information on the position and speed V2 of the preceding vehicle 2 other than the specific forward vehicle. get. In the following description, unless otherwise specified, “front vehicle 2” refers to the front vehicle 2 when there is one front vehicle 2 in the section from the target vehicle 1 to the deceleration guide point P. 2 and when there are a plurality of forward vehicles 2 in the section, the specific forward vehicle is indicated.

  Illustrating acquisition of information from the communication device 20 by the information acquisition unit 11, for example, a wireless communication device provided in the target vehicle 1 for performing wireless communication between the target vehicle 1 and an information distribution center (not shown). Can be used as the communication device 20, and the information acquisition unit 11 can acquire information on the position of the deceleration guide point P by wireless communication via the communication device 20 (wireless communication device). Moreover, it can also be set as the structure which the information acquisition part 11 acquires the information of the position and speed V2 of the front vehicle 2 by radio | wireless communication via the communication apparatus 20 (wireless communication apparatus). This wireless communication is, for example, communication using a mobile phone network, communication using a wireless local area network (LAN), communication using VICS (registered trademark; Vehicle Information and Communication System), and installed on the vehicle and road side. Road-to-vehicle communication with other communication devices. Further, for example, an inter-vehicle communication device provided in the target vehicle 1 for performing wireless communication between the target vehicle 1 and the preceding vehicle 2 is used as the communication device 20, and the information acquisition unit 11 is configured to communicate with the communication device 20 (between vehicles). It can be set as the structure which acquires the information of the position and speed V2 of the front vehicle 2 by radio | wireless communication via a communication apparatus.

  For example, the information acquisition unit 11 acquires information from the storage device 22. For example, the storage device 22 stores information on the position of the deceleration guide point P. The information acquisition unit 11 refers to the storage device 22. Thus, the information on the position of the deceleration guide point P can be obtained. Note that the communication between the storage device 22 and the information acquisition unit 11 may be wired communication or wireless communication. For example, when both the storage device 22 and the information acquisition unit 11 are provided in the target vehicle 1, communication between them may be performed by wired communication via an in-vehicle network such as a CAN (Controller Area Network) or Bluetooth (registered trademark). Alternatively, wireless communication using a wireless LAN can be used. Similarly, the communication between the communication device 20 and the information acquisition unit 11 and the communication between the detection device 21 and the information acquisition unit 11 may be wired communication or wireless communication. The storage device 22 includes a storage medium capable of storing and rewriting information as a hardware configuration, such as a hard disk or a flash memory.

  Explaining about acquisition of information from the detection device 21 by the information acquisition unit 11, for example, a position detection device provided in the target vehicle 1 for detecting the current position (current estimated position) of the target vehicle 1 is used as the detection device 21. The information acquisition unit 11 may be configured to acquire the position information of the target vehicle 1 based on the detection result of the detection device 21 (position detection device). The position detection device is a device including various sensors for detecting position information, such as a GPS (Global Positioning System) sensor, a distance sensor, and an orientation sensor. The information on the position of the target vehicle 1 acquired by the information acquisition unit 11 may be corrected to a position on the road (map matching process) based on the map information stored in the storage device 22. In addition, for example, a vehicle speed sensor provided in the target vehicle 1 for detecting the speed V1 of the target vehicle 1 is used as the detection device 21, and the information acquisition unit 11 uses the detection result of the detection device 21 (vehicle speed sensor) as a target. It can be set as the structure which acquires the information of the speed V1 of the vehicle 1. FIG. In addition, the information acquisition part 11 can also be set as the structure which acquires the information of the speed V1 of the target vehicle 1 based on the detection result of the position detection apparatus (distance sensor) mentioned above.

  Further, for example, an inter-vehicle distance sensor (such as a millimeter wave radar or an infrared radar) provided in the target vehicle 1 is used as the detection device 21 in order to detect a distance to an object existing ahead of the vehicle such as the preceding vehicle 2 or an obstacle. The information acquisition unit 11 acquires information on the position and speed V2 of the preceding vehicle 2 (information on relative position and relative speed with respect to the target vehicle 1) based on the detection result of the detection device 21 (inter-vehicle distance sensor). can do. Further, for example, an image sensor (imaging device) provided in the target vehicle 1 for photographing a landscape in front of the vehicle is used as the detection device 21, and the information acquisition unit 11 is based on the detection result of the detection device 21 (image sensor). The information on the position and speed V2 of the preceding vehicle 2 (information on the relative position and relative speed with respect to the target vehicle 1) can be obtained.

  The determination unit 12 is a functional unit that performs guidance determination, which is determination as to whether or not to perform deceleration guidance. Specifically, the determination unit 12 acquires information on the position of the deceleration guide point P, information on the position of the target vehicle 1, and information on the speed V1 of the target vehicle 1 from the information acquisition unit 11. And the determination part 12 performs guidance determination based on the 1st relationship including the relationship between the position of the deceleration guide point P, the position of the target vehicle 1, and the speed V1 of the target vehicle 1. The guidance determination based on the first relationship is executed when the preceding vehicle 2 does not exist in the section from the target vehicle 1 to the deceleration guide point P, as will be described later. Further, even when the forward vehicle 2 exists in the section from the target vehicle 1 to the deceleration guide point P, there is a possibility that sudden deceleration is performed before the forward vehicle 2 reaches the deceleration guide point P. If it is not determined, guidance determination based on the first relationship is executed. In the present embodiment, the “determination function” is realized by the determination unit 12, and the “determination step” is executed by the process performed by the determination unit 12.

  When the front vehicle 2 exists in the section from the target vehicle 1 to the deceleration guide point P, the determination unit 12 determines whether the position between the position of the deceleration guide point P, the position of the forward vehicle 2, and the speed V2 of the forward vehicle 2 Based on the third relationship including the relationship, it is determined whether or not there is a possibility of sudden deceleration before the preceding vehicle 2 reaches the deceleration guide point P. When this determination is made, the determination unit 12 acquires information on the position of the deceleration guide point P, information on the position of the preceding vehicle 2, and information on the speed V2 of the preceding vehicle 2 from the information acquisition unit 11. . If the determination unit 12 determines that there is a possibility of sudden deceleration before the preceding vehicle 2 reaches the deceleration guide point P, occurrence of sudden deceleration by the preceding vehicle 2 instead of the first relationship. Guidance determination is executed based on the second relationship including the relationship between the position of the expected sudden deceleration point Q (see FIG. 3), the position of the target vehicle 1, and the speed V1 of the target vehicle 1. The specific configuration of the determination unit 12 will be described in detail later in the section “2. Configuration of the determination unit”.

  The guidance execution unit 13 is a functional unit that performs deceleration guidance for the passenger of the target vehicle 1. The guidance execution unit 13 performs deceleration guidance when the determination unit 12 determines to execute the guidance determination. In the present embodiment, the guidance execution unit 13 starts deceleration guidance when the determination unit 12 determines to execute guidance determination, and provides deceleration guidance until the determination unit 12 determines to stop or end the guidance determination. Continue to run. As shown in FIG. 1, the guidance execution unit 13 performs deceleration guidance for the passenger of the target vehicle 1 using the guidance device 23 provided in the target vehicle 1. For example, the display device provided in the target vehicle 1 may be used as the guide device 23, and the guidance execution unit 13 may perform a display process for displaying a warning image on the display device as a deceleration guide. In addition, for example, a voice output device provided in the target vehicle 1 is used as the guidance device 23, and the guidance execution unit 13 performs a voice output process that causes the voice output device to output a warning voice as deceleration guidance. be able to. The contents of these warning images and warning voices are contents that prompt the passenger (particularly the driver) of the target vehicle 1 to decelerate. The guidance execution unit 13 may be configured to perform both the display process and the voice output process.

2. Configuration of Determination Unit As described above, the determination unit 12 performs deceleration guidance based on the first relationship including the relationship between the position of the deceleration guide point P, the position of the target vehicle 1, and the speed V1 of the target vehicle 1. Guidance determination which is determination of whether or not is performed. However, the determination part 12 is a case where the front vehicle 2 exists in the section from the target vehicle 1 to the deceleration guide point P, and performs rapid deceleration until the forward vehicle 2 reaches the deceleration guide point P. If it is determined that there is a possibility, instead of the first relationship, the position of the sudden deceleration expected point Q where the sudden deceleration by the preceding vehicle 2 is expected, the position of the target vehicle 1, and the speed V1 of the target vehicle 1 Guidance determination is executed based on the second relationship including the relationship between the two. That is, the determination unit 12 basically performs guidance determination based on the first relationship, and performs guidance determination based on the second relationship only when a specific condition is satisfied. As described below, in the determination by the determination unit 12 according to the present embodiment, the first high speed side determination threshold T1H, the first low speed side determination threshold T1L, the second high speed side determination threshold T2H, the second low speed side determination threshold T2L, A plurality of determination threshold values including the third determination threshold value T3 are used. For example, the plurality of determination threshold values may be stored in the storage device 22, and the determination unit 12 may refer to the storage device 22 and acquire a determination threshold value necessary for determination. Moreover, it can also be set as the structure by which a part or all of these several determination threshold values are variably set according to a driver | operator's driving | running tendency, a road surface state, a time zone, the weather, etc.

2-1. Guidance determination based on the first relationship In the present embodiment, the determination unit 12 sets the speed V1 of the target vehicle 1 to be smaller as the target vehicle 1 approaches the deceleration guide point P in the guidance determination based on the first relationship. When the first high speed side determination threshold T1H is exceeded, it is determined that deceleration guidance is performed. The first relationship including the relationship between the position of the deceleration guide point P, the position of the target vehicle 1, and the speed V1 of the target vehicle 1 is the position of the deceleration guide point P, the position of the target vehicle 1, and the target vehicle 1 Or the position of the deceleration guide point P, the position of the target vehicle 1, the speed V1 of the target vehicle 1, and one or more other indicators (for example, acceleration of the target vehicle 1). The relationship between. In the present embodiment, the first high speed side determination threshold value T1H corresponds to the “first determination threshold value” and also corresponds to the “high speed side determination threshold value” when the guidance determination is executed based on the first relationship.

  The above “the target vehicle 1 and the deceleration guide point P are approaching” includes a case where the target vehicle 1 and the deceleration guide point P are spatially close and a case where the target vehicle 1 and the deceleration guide point P are temporally close. It is used as a concept that includes both. Here, “the target vehicle 1 and the deceleration guide point P are spatially close” means that the distance between the target vehicle 1 and the deceleration guide point P is shortened. In addition, “the target vehicle 1 and the deceleration guide point P approach in time” means the time from the current time to the arrival time t (P) when the target vehicle 1 reaches the deceleration guide point P (estimated remaining time). Means shorter. In a situation where the target vehicle 1 is traveling toward the deceleration guide point P, the target vehicle 1 and the deceleration guide point P become spatially closer as the position of the target vehicle 1 moves toward the deceleration guide point P. The target vehicle 1 and the deceleration guide point P approach in time.

  The distance between the target vehicle 1 and the deceleration guide point P can be derived based on the information on the position of the deceleration guide point P and the information on the position of the target vehicle 1. FIG. 9 shows an example of the first high speed side determination threshold T1H that is set so as to decrease as the target vehicle 1 and the deceleration guide point P become spatially closer. The horizontal axis for the first high speed side determination threshold value T1H in FIG. 9 is the distance between the target vehicle 1 and the deceleration guide point P. In FIG. 9, the first high speed side set to be proportional to the distance. The determination threshold value T1H is illustrated. FIG. 9 shows an example of the transition of the speed V1 of the target vehicle 1. In the guidance determination based on the first relationship, the distance at which the speed V1 of the target vehicle 1 exceeds the first high speed side determination threshold T1H. In the period corresponding to, it is determined by the determination unit 12 to perform deceleration guidance.

  When performing the guidance determination based on the first relationship using the first high-speed-side determination threshold T1H that is set to be smaller as the target vehicle 1 and the deceleration guide point P spatially approach, the determination unit 12 determines the target at each time point. The distance between the vehicle 1 and the deceleration guide point P is derived from the position of the deceleration guide point P and the position of the target vehicle 1 (current position), and the current distance between the target vehicle 1 and the deceleration guide point P is obtained. The corresponding first high speed side determination threshold value T1H and the speed V1 (current speed) of the target vehicle 1 are compared. And the determination part 12 determines with performing deceleration determination, when the speed V1 of the target vehicle 1 exceeds 1st high speed side determination threshold value T1H.

  On the other hand, the time (estimated remaining time) from the current time to the arrival time t (P) when the target vehicle 1 reaches the deceleration guide point P is information on the position of the deceleration guide point P, information on the position of the target vehicle 1, And can be derived (estimated) based on the information on the speed V1 of the target vehicle 1. FIG. 5 shows an example of the first high speed side determination threshold value T1H that is set so as to decrease as the target vehicle 1 and the deceleration guide point P become closer in time. The horizontal axis in FIG. 5 is time, and FIG. 5 exemplifies the first high speed side determination threshold T1H set to be proportional to the estimated remaining time. FIG. 5 shows an example of the transition of the speed V1 of the target vehicle 1. In the guidance determination based on the first relationship, the period during which the speed V1 of the target vehicle 1 exceeds the first high-speed-side determination threshold T1H. (Time t1 to t2 in the example shown in FIG. 5), it is determined by the determination unit 12 that deceleration guidance is performed.

  When the guidance determination based on the first relationship is performed using the first high-speed-side determination threshold T1H that is set to be smaller as the target vehicle 1 and the deceleration guide point P approach each other in time, the determination unit 12 Is estimated from at least the position of the deceleration guide point P, the position of the target vehicle 1 (current position), and the speed V1 (current speed) of the target vehicle 1. Note that the first relationship is a relationship among the position of the deceleration guide point P, the position of the target vehicle 1, the speed V1 of the target vehicle 1, and the acceleration of the target vehicle 1, and the target vehicle in estimating the arrival time t (P). An acceleration of 1 may be considered. Note that the acceleration of the target vehicle 1 can be, for example, an acceleration derived based on a temporal change in the speed V1 of the target vehicle 1 acquired by the information acquisition unit 11. Moreover, it can also be set as the structure which the information acquisition part 11 acquires the information (for example, detection information of an acceleration sensor) of the acceleration of the target vehicle 1. FIG. Then, the determination unit 12 compares the first high speed side determination threshold T1H corresponding to the derived estimated remaining time with the speed V1 (current speed) of the target vehicle 1, and the speed V1 of the target vehicle 1 is the first high speed side. When the determination threshold T1H is exceeded, it is determined that the deceleration determination is performed.

2-2. Guidance Determination Based on Second Relationship In the present embodiment, the determination unit 12 sets the speed V1 of the target vehicle 1 to be smaller as the target vehicle 1 and the expected sudden deceleration point Q approach each other in the guidance determination based on the second relationship. When the second high speed side determination threshold T2H is exceeded, it is determined that deceleration guidance is performed. The second relationship including the relationship between the position of the sudden deceleration expected point Q, the position of the target vehicle 1, and the speed V1 of the target vehicle 1 is the position of the sudden deceleration expected point Q, the position of the target vehicle 1, and the target. The relationship between the speed V1 of the vehicle 1 or the position of the sudden deceleration expected point Q, the position of the target vehicle 1, the speed V1 of the target vehicle 1, and one or more other indicators (for example, the target vehicle 1 Acceleration, a difference between the speed V1 of the target vehicle 1 and the speed V2 of the preceding vehicle 2, an expected deceleration at the sudden deceleration expected point Q of the preceding vehicle 2, and the like. As will be described later, the second high speed side determination threshold T2H is set to a value smaller than the first high speed side determination threshold T1H. Specifically, the second high speed side determination threshold value T2H is higher than the first high speed side determination threshold value T1H for each point in the section having the sudden deceleration expected point Q as an end point (end on the front side in the traveling direction of the target vehicle 1). Or the second high speed side determination threshold value T2H is set to a value smaller than the first high speed side determination threshold value T1H at each time point until the target vehicle 1 reaches the sudden deceleration expected point Q. . In the present embodiment, the second high speed side determination threshold value T2H corresponds to a “second determination threshold value” and also corresponds to a “high speed side determination threshold value” when performing guidance determination based on the second relationship.

  The above-mentioned “the target vehicle 1 and the sudden deceleration expected point Q approach” is similar to “the target vehicle 1 and the deceleration guide point P approach”, and the target vehicle 1 and the predicted sudden deceleration point Q spatially approach each other. It is used as a concept including both the case and the case where the target vehicle 1 and the sudden deceleration expected point Q are close in time. That is, “the target vehicle 1 and the sudden deceleration expected point Q are spatially close” means that the distance between the target vehicle 1 and the predicted sudden deceleration point Q is shortened. Further, “the target vehicle 1 and the predicted sudden deceleration point Q approach in time” means the time from the current time to the arrival time t (Q) when the target vehicle 1 reaches the predicted sudden deceleration point Q (estimated remaining Time).

  The distance between the target vehicle 1 and the predicted sudden deceleration point Q can be derived based on the position information of the predicted sudden deceleration point Q and the position information of the target vehicle 1. FIG. 9 shows an example of the second high speed side determination threshold T2H that is set so as to become smaller as the target vehicle 1 and the sudden deceleration expected point Q become spatially closer. As described above, the horizontal axis for the first high speed side determination threshold T1H in FIG. 9 is the distance between the target vehicle 1 and the deceleration guide point P, but the second high speed side determination threshold T2H in FIG. The horizontal axis of is the distance between the target vehicle 1 and the sudden deceleration expected point Q. In the guidance determination based on the second relationship, the determination unit 12 determines to perform the deceleration guidance in a period corresponding to the distance in which the speed V1 of the target vehicle 1 exceeds the second high speed side determination threshold T2H.

  FIG. 9 illustrates the second high speed side determination threshold T2H set to be proportional to the distance between the target vehicle 1 and the sudden deceleration expected point Q. Further, in FIG. 9, the same distance (the distance between the target vehicle 1 and the deceleration guide point P for the first high speed determination threshold T1H, and the target vehicle 1 and the rapid deceleration for the second high speed determination threshold T2H). As an example, the first high speed side determination threshold value T1H and the second high speed side determination threshold value T2H are set to the same value with respect to the distance from the predicted point Q). In addition, since the sudden deceleration expected point Q is set on the rear side in the traveling direction of the target vehicle 1 with respect to the deceleration guide point P, for each point (each position) in the section having the sudden deceleration predicted point Q as an end point, The distance to the sudden deceleration expected point Q is shorter than the distance to the deceleration guide point P. Therefore, even when the first high speed side determination threshold value T1H and the second high speed side determination threshold value T2H are set to the same value for the same distance as in the example shown in FIG. The second high speed side determination threshold T2H set for each point in the section having Q as the end point is smaller than the first high speed side determination threshold T1H set for the same point. In the present embodiment, in this way, the second high speed side determination threshold value T2H is set to a value smaller than the first high speed side determination threshold value T1H. The relationship between the first high speed side determination threshold value T1H and the second high speed side determination threshold value T2H set for the same point is such that the second high speed side determination threshold value T2H is smaller than the first high speed side determination threshold value T1H. If the above condition is satisfied, the first high speed side determination threshold value T1H and the second high speed side determination threshold value T2H can be set to different values for the same distance.

  When the guidance determination based on the second relationship is performed using the second high-speed-side determination threshold T2H that is set so as to decrease as the target vehicle 1 and the sudden deceleration expected point Q spatially approach, The distance between the target vehicle 1 and the predicted sudden deceleration point Q at the time is derived from the position of the predicted sudden deceleration point Q and the position of the target vehicle 1 (current position), and the target vehicle 1 and the predicted sudden deceleration point Q The second high speed side determination threshold value T2H corresponding to the current distance between and the speed V1 (current speed) of the target vehicle 1 is compared. And the determination part 12 determines with performing deceleration determination, when the speed V1 of the object vehicle 1 exceeds 2nd high speed side determination threshold value T2H.

  On the other hand, the time (estimated remaining time) from the current time to the arrival time t (Q) when the target vehicle 1 arrives at the predicted deceleration point Q is the position information of the predicted deceleration point Q, the position of the target vehicle 1 It can be derived (estimated) based on the information and information on the speed V1 of the target vehicle 1. FIG. 8 shows an example of the second high speed side determination threshold T2H that is set so as to decrease as the target vehicle 1 and the sudden deceleration expected point Q approach in time. FIG. 8 shows an example of the transition of the speed V1 of the target vehicle 1. In the guidance determination based on the second relationship, the period during which the speed V1 of the target vehicle 1 exceeds the second high speed side determination threshold T2H. (In the example shown in FIG. 8, at the times t31 to t32), the determination unit 12 determines to perform the deceleration guidance.

  FIG. 8 illustrates the second high speed side determination threshold T2H set so as to be proportional to the estimated remaining time. Further, in FIG. 8, the estimated remaining time of the same value (the time from the current time to the arrival time t (P) for the first high speed side determination threshold T1H, and the current time for the second high speed side determination threshold T2H As an example, the second high speed side determination threshold value T2H is set to the same value as the first high speed side determination threshold value T1H with respect to the arrival time t (Q). The predicted sudden deceleration point Q is set on the rear side in the direction of travel of the target vehicle 1 with respect to the deceleration guide point P. Therefore, the time until the arrival time t (Q) at the predicted sudden deceleration point Q for each time point. Is shorter than the time to the arrival time t (P) at the deceleration guide point P. Therefore, when the first high speed side determination threshold value T1H and the second high speed side determination threshold value T2H are set to the same value with respect to the estimated remaining time of the same value, as shown in FIG. The value of the second high speed side determination threshold value T2H is equal to the value of the first high speed side determination threshold value T1H at a time point later by the time of (t (P) −t (Q)). Therefore, as shown in FIG. 8, even when the first high speed side determination threshold T1H and the second high speed side determination threshold T2H are set to the same value with respect to the estimated remaining time of the same value, the target vehicle 1 The second high speed side determination threshold value T2H set for each time point until the sudden deceleration expected point Q is reached is smaller than the first high speed side determination threshold value T1H set for the same time point. In the present embodiment, in this way, the second high speed side determination threshold value T2H is set to a value smaller than the first high speed side determination threshold value T1H. The relationship between the first high speed side determination threshold T1H and the second high speed side determination threshold T2H set for the same time point is such that the second high speed side determination threshold T2H is smaller than the first high speed side determination threshold T1H. If the above condition is satisfied, the first high speed side determination threshold value T1H and the second high speed side determination threshold value T2H may be set to different values for the same estimated remaining time.

  When performing the guidance determination based on the second relationship using the second high-speed-side determination threshold T2H that is set smaller as the target vehicle 1 and the sudden deceleration expected point Q approach in time, the determination unit 12 The estimated remaining time from the current time to the arrival time t (Q) is derived from at least the position of the sudden deceleration expected point Q, the position of the target vehicle 1 (current position), and the speed V1 (current speed) of the target vehicle 1. To do. Note that the second relationship is a relationship among the position of the sudden deceleration expected point Q, the position of the target vehicle 1, the speed V1 of the target vehicle 1, and the acceleration of the target vehicle 1. The acceleration of the vehicle 1 may be taken into consideration. Then, the determination unit 12 compares the second high-speed side determination threshold T2H corresponding to the derived estimated remaining time with the speed V1 (current speed) of the target vehicle 1, and the speed V1 of the target vehicle 1 is the second high-speed side. When the determination threshold T2H is exceeded, it is determined that the deceleration determination is performed.

2-3. As described above, in the guidance determination based on the first relationship, the determination unit 12 performs the deceleration guidance when the speed V1 of the target vehicle 1 exceeds the first high speed side determination threshold T1H. judge. In the guidance determination based on the second relationship, the determination unit 12 determines that the deceleration guidance is performed when the speed V1 of the target vehicle 1 exceeds the second high speed side determination threshold value T2H. The determination unit 12 according to the present embodiment is further configured as follows.

  That is, when the speed V1 of the target vehicle 1 is higher than the high speed side determination threshold that is set smaller as the target vehicle 1 approaches the reference point, the determination unit 12 determines to perform deceleration guidance and If the speed V1 of the vehicle 1 is a threshold value that is set smaller as the target vehicle 1 approaches the reference point and is lower than the low speed side determination threshold value that is set to a value that is smaller than the high speed side determination threshold value, deceleration is performed. It is determined that guidance is not performed. Here, when performing the guidance determination based on the first relationship, the “reference point” is the deceleration guide point P, the “high speed side determination threshold” is the “first high speed side determination threshold T1H”, and the “low speed” The “side determination threshold value” is “first low speed side determination threshold value T1L”. Further, when performing the guidance determination based on the second relationship, the “reference point” is the sudden deceleration expected point Q, the “high speed side determination threshold” is the “second high speed side determination threshold T2H”, and the “low speed” The “side determination threshold value” is the “second low speed side determination threshold value T2L”.

  When performing guidance determination using the high-speed side determination threshold and the low-speed side determination threshold that are set so that the target vehicle 1 and the reference point become smaller as they spatially approach each point in the section with the reference point as the end point The low speed side determination threshold is set to a value smaller than the high speed side determination threshold. For example, the difference between the low speed side determination threshold value and the high speed side determination threshold value may be the same for each point in the section whose end point is the reference point. Further, when the guidance determination is performed using the high speed side determination threshold and the low speed side determination threshold that are set to be smaller as the target vehicle 1 and the reference point become closer in time, until the target vehicle 1 reaches the reference point. For each time point, the low speed side determination threshold is set to a value smaller than the high speed side determination threshold. For example, the difference between the low speed side determination threshold value and the high speed side determination threshold value may be the same for each time point until the target vehicle 1 reaches the reference point.

  In addition, the determination unit 12 determines that the speed V1 of the target vehicle 1 is equal to or lower than the high speed side determination threshold and the low speed side determination threshold from the state where the speed V1 of the target vehicle 1 is higher than the high speed side determination threshold and guidance for deceleration is performed. When transitioning to the above state (hereinafter referred to as “intermediate state”), the speed V1 of the target vehicle 1 is low until the target vehicle 1 reaches the reference point based on the deceleration of the target vehicle 1. It is determined whether it becomes lower than the side determination threshold value. In the present embodiment, the determination unit 12 performs this determination on the assumption that the current deceleration of the target vehicle 1 is maintained until the speed V1 of the target vehicle 1 becomes lower than the low speed determination threshold. In the following, a deceleration that determines that the speed V1 of the target vehicle 1 is lower than the low speed side determination threshold before the target vehicle 1 reaches the reference point is referred to as a “specific deceleration”. A state where the deceleration is a specific deceleration is defined as a “specific deceleration state”. Note that the deceleration of the target vehicle 1 can be, for example, a deceleration derived based on a temporal change in the speed V1 of the target vehicle 1 acquired by the information acquisition unit 11. Moreover, it can also be set as the structure which the information acquisition part 11 acquires the information (for example, detection information of an acceleration sensor) of the deceleration of the target vehicle 1. FIG.

  Then, the determination unit 12 determines in advance a state in which it is determined that the speed V1 of the target vehicle 1 is lower than the low speed determination threshold value until the target vehicle 1 reaches the reference point in the intermediate state. It is determined that the deceleration guidance is to be canceled on the condition that it has continued for a predetermined time (hereinafter referred to as “stop determination time S”). Note that a state in which the speed V1 of the target vehicle 1 is lower than the low speed side determination threshold before the target vehicle 1 reaches the reference point is an “intermediate state and specified state”. "Decelerated state".

  With reference to FIGS. 5-8, the specific example about the timing which stops deceleration guidance is demonstrated. 5 to 7 are specific examples assuming a situation in which the guidance determination based on the first relationship is executed until the target vehicle 1 reaches the deceleration guidance point P. On the other hand, FIG. 8 shows a period until the target vehicle 1 reaches the sudden deceleration expected point Q as a result of the determination that there is a possibility of sudden deceleration before the preceding vehicle 2 reaches the deceleration guide point P. This is a specific example assuming a situation where guidance determination based on the second relationship is executed.

  In the example illustrated in FIG. 5, before time t1, the speed V1 of the target vehicle 1 is equal to or lower than the first high speed side determination threshold value T1H, and thus deceleration guidance is not executed. When the speed V1 of the target vehicle 1 exceeds the first high speed side determination threshold value T1H at time t1, the determination unit 12 determines to perform deceleration guidance. Thereby, deceleration guidance is started at time t1. Thereafter, the speed V1 of the target vehicle 1 decreases, and the speed V1 of the target vehicle 1 becomes equal to or lower than the first high speed side determination threshold T1H at time t2. That is, at time t2, the speed V1 of the target vehicle 1 is higher than the first high speed side determination threshold value T1H, and the state shifts from the state where deceleration guidance is being performed. The deceleration of the target vehicle 1 at time t2 is the specific deceleration, and is maintained in the intermediate state and the specific deceleration state from time t2 to time t3 after the stop determination time S has elapsed. Has been. Therefore, although it is a time before time t4 when the speed V1 of the target vehicle 1 becomes lower than the first low speed side determination threshold T1L, the determination unit 12 determines to stop the deceleration guidance at time t3. Thereby, deceleration guidance is stopped at time t3. Then, after time t3, the speed V1 of the target vehicle 1 does not exceed the first high speed side determination threshold T1H, and the target vehicle 1 reaches the deceleration guide point P at time t (P) without stopping the deceleration guidance. .

  In the example shown in FIG. 6, deceleration guidance is started at time t10. Then, at time t11, the vehicle shifts from the state where the speed V1 of the target vehicle 1 is higher than the first high speed side determination threshold value T1H to the intermediate state. In this example as well, as in the example shown in FIG. 5, the deceleration of the target vehicle 1 at the time of transition to the intermediate state (time t11) is the specific deceleration, but in this example, the stop determination time S from time t11 is used. At time t12 prior to time t13 after elapse of, the speed V1 of the target vehicle 1 becomes lower than the first low speed side determination threshold T1L. Therefore, the determination unit 12 determines to stop the deceleration guidance at time t12, whereby the deceleration guidance is stopped at time t12. Then, after time t12, the speed V1 of the target vehicle 1 does not exceed the first high speed side determination threshold T1H, and the target vehicle 1 reaches the deceleration guide point P at time t (P) without stopping the deceleration guidance. .

  In the example shown in FIG. 7, deceleration guidance is started at time t20. At time t21, the vehicle shifts from the state where the speed V1 of the target vehicle 1 is higher than the first high speed side determination threshold value T1H to the middle state. In this example, unlike the examples shown in FIGS. 5 and 6, the deceleration of the target vehicle 1 at the time of transition to the intermediate state (time t <b> 21) is a specific deceleration as shown by a two-dot chain line in FIG. 7. is not. That is, in the deceleration of the target vehicle 1 at time t21, it is not determined that the speed V1 of the target vehicle 1 becomes lower than the low speed side determination threshold until the target vehicle 1 reaches the reference point. Thereafter, the deceleration of the target vehicle 1 increases at time t22, and the deceleration of the target vehicle 1 at time t22 is a specific deceleration. And from the time t22 to the time t23 after the stop determination time S elapses, the intermediate state and the specific deceleration state are maintained. Therefore, although it is a time before time t24 when the speed V1 of the target vehicle 1 becomes lower than the first low speed side determination threshold T1L, the determination unit 12 determines to stop the deceleration guidance at time t23. Thereby, the deceleration guidance is stopped at time t23. Then, after time t23, the speed V1 of the target vehicle 1 does not exceed the first high speed side determination threshold T1H, and the target vehicle 1 reaches the deceleration guide point P at time t (P) without stopping the deceleration guidance. .

  In the example illustrated in FIG. 8, there is a possibility that the forward vehicle 2 existing in the section from the target vehicle 1 to the deceleration guide point P may suddenly decelerate until reaching the deceleration guide point P at time t30. It is determined. This determination will be described later in “2-4. Determination of sudden deceleration based on the third relationship and setting of expected sudden deceleration point”. Since the front vehicle 2 is traveling in front of the target vehicle 1, the time on the horizontal axis of the graph for the front vehicle 2 shown on the upper side in FIG. 8 is the graph for the target vehicle 1 shown on the lower side in FIG. 8, the arrival time t (P) and the arrival time t (Q) for the target vehicle 1 are respectively shown in FIG. 8 in order to facilitate comparison between the target vehicle 1 and the preceding vehicle 2. Two graphs are shown side by side so as to coincide with arrival time t (P) and arrival time t (Q) for the preceding vehicle 2.

  In the example shown in FIG. 8, it is determined that the forward vehicle 2 existing in the section from the target vehicle 1 to the deceleration guide point P may suddenly decelerate before reaching the deceleration guide point P. As a result, guidance determination based on the second relationship is executed. Specifically, before the time t31, the speed V1 of the target vehicle 1 is equal to or lower than the second high speed side determination threshold value T2H, so the deceleration guidance is not executed. When the speed V1 of the target vehicle 1 exceeds the second high speed side determination threshold value T2H at time t31, the determination unit 12 determines to perform deceleration guidance. Thereby, deceleration guidance is started at time t31. Thereafter, the speed V1 of the target vehicle 1 decreases, and the speed V1 of the target vehicle 1 becomes equal to or lower than the second high speed side determination threshold T2H at time t32. That is, at time t32, the vehicle shifts from the state where the speed V1 of the target vehicle 1 is higher than the second high speed side determination threshold value T2H to the intermediate state. The deceleration of the target vehicle 1 at time t32 is a specific deceleration, and the state that is in the intermediate state and in the specific deceleration state is maintained from time t32 to time t33 after the stop determination time S has elapsed. Yes. Therefore, although it is a time before time t34 when the speed V1 of the target vehicle 1 becomes lower than the second low speed side determination threshold T2L, the determination unit 12 determines to stop the deceleration guidance at time t33. Thereby, the deceleration guidance is stopped at time t33. Then, after time t33, the speed V1 of the target vehicle 1 does not exceed the second high speed side determination threshold T2H, and the target vehicle 1 reaches the sudden deceleration expected point Q at time t (Q) without stopping the deceleration guidance. To do.

  As is clear from FIG. 8, it is determined that there is a possibility that the forward vehicle 2 existing in the section from the target vehicle 1 to the deceleration guide point P may suddenly decelerate before reaching the deceleration guide point P. The presence of the forward vehicle 2 that may suddenly decelerate before reaching the deceleration guide point P by switching from the guidance determination based on the first relationship to the guidance determination based on the second relationship. It becomes possible to start deceleration guidance at the timing. In the example shown in FIG. 8, since the speed V1 of the target vehicle 1 does not exceed the first high speed side determination threshold value T1H until the target vehicle 1 reaches the deceleration guide point P, the guidance determination based on the first relationship is assumed. When the switching to the guidance determination based on the second relationship is not performed, the target vehicle 1 reaches the deceleration guidance point P without performing the deceleration guidance. On the other hand, by switching from guidance determination based on the first relationship to guidance determination based on the second relationship, the reference point serving as a reference for deceleration guidance can be switched from the deceleration guidance point P to the sudden deceleration expected point Q. . As a result, the high speed side determination threshold and the low speed side determination threshold can be lowered according to the spatial or temporal approach of the reference point to the target vehicle 1, and deceleration guidance is performed at an appropriate timing in consideration of the preceding vehicle 2. Can start. Then, as shown in FIG. 9, when the first high speed side determination threshold T1H and the second high speed side determination threshold T2H are set to the same value for the same distance, or as shown in FIG. When the first high speed side determination threshold value T1H and the second high speed side determination threshold value T2H are set to the same value for the same estimated remaining time, the sudden deceleration expected point Q is the deceleration guide point P. A deceleration guide process similar to that in a certain case is executed.

2-4. Determination of sudden deceleration based on the third relationship and setting of predicted sudden deceleration point As described above, the determination unit 12 determines whether or not the forward vehicle 2 exists in the section from the target vehicle 1 to the deceleration guidance point P. Based on the third relationship including the relationship between the position of P, the position of the preceding vehicle 2, and the speed V2 of the preceding vehicle 2, there is a possibility of sudden deceleration before the preceding vehicle 2 reaches the deceleration guide point P The presence or absence of is determined. Hereinafter, this determination is referred to as “rapid deceleration determination”. In the present embodiment, the determination unit 12 determines that the speed of the front vehicle 2 exceeds the third determination threshold value T3 that is set smaller as the front vehicle 2 and the deceleration guide point P approach each other. It is determined that there is a possibility of sudden deceleration before reaching the deceleration guide point P. In the example shown in FIG. 8, at time t30, it is determined that there is a possibility of sudden deceleration before the preceding vehicle 2 reaches the deceleration guide point P.

  For example, when the sudden deceleration determination based on the third relationship is performed using the third determination threshold T3 that is set to be smaller as the preceding vehicle 2 and the deceleration guide point P spatially approach, the determination unit 12 The distance between the forward vehicle 2 and the deceleration guide point P is derived from the position of the deceleration guide point P and the position of the forward vehicle 2 (current position), and the current distance between the forward vehicle 2 and the deceleration guide point P. 3 is compared with the speed V2 (current speed) of the preceding vehicle 2. And when the speed V2 of the front vehicle 2 exceeds the third determination threshold T3, the determination unit 12 may perform a sudden deceleration before the front vehicle 2 reaches the deceleration guide point P. judge.

  In addition, when the sudden deceleration determination based on the third relationship is performed using the third determination threshold T3 that is set to be smaller as the preceding vehicle 2 and the deceleration guide point P approach in time, the determination unit 12 The estimated remaining time from the current time to the arrival time t (P) (here, the arrival time when the preceding vehicle 2 reaches the deceleration guide point P) is at least the position of the deceleration guide point P and the position of the preceding vehicle 2 (currently Position) and the speed V2 (current speed) of the vehicle 2 ahead. Note that the third relationship is a relationship among the position of the deceleration guide point P, the position of the preceding vehicle 2, the speed V2 of the preceding vehicle 2, and the acceleration of the preceding vehicle 2, and the preceding vehicle when estimating the arrival time t (P). Two accelerations may be considered. Then, the determination unit 12 compares the third determination threshold value T3 corresponding to the derived estimated remaining time with the speed V2 (current speed) of the preceding vehicle 2, and the speed V2 of the preceding vehicle 2 sets the third determination threshold value T3. If it exceeds, it is determined that there is a possibility of sudden deceleration before the preceding vehicle 2 reaches the deceleration guide point P.

  The third determination threshold T3 can be set to the same value as the first high speed side determination threshold T1H, for example. When the third determination threshold value T3 is set in this way, if the traveling state of the forward vehicle 2 is a traveling state in which deceleration guidance is performed when the forward vehicle 2 is the target vehicle 1, the forward vehicle 2 It is determined that there is a possibility of sudden deceleration before 2 reaches the deceleration guide point P.

  In this embodiment, the determination unit 12 sets the deceleration distance D, which is a travel distance necessary for the preceding vehicle 2 to decelerate to the safe speed Vs set at the deceleration guide point P, to the speed V2 of the preceding vehicle 2. A point in the section where the distance to the deceleration guide point P is equal to or less than the deceleration distance D (for example, the start point of the section) is set as the sudden deceleration expected point Q. The safe speed Vs is an upper limit of the speed for safely traveling in a section (for example, a curve section) starting from the deceleration guide point P (the end on the rear side in the traveling direction of the target vehicle 1). For example, the safe speed Vs can be set to the speed limit of the section. The deceleration distance D is, for example, a map that defines the relationship between the braking distance and the speed (vehicle speed) as shown in FIG. 4, and the braking distance corresponding to the safe speed Vs from the braking distance corresponding to the speed V2. The distance obtained by subtracting can be derived as the deceleration distance D. Note that a value obtained by adding or subtracting a predetermined value to the deceleration distance D derived in this way (for example, a value obtained by adding an idle running distance from when the driver feels that deceleration is necessary until the brake starts to work) is final. The deceleration distance D may be used. Further, the determination unit 12 may be configured to derive the deceleration distance D based on other factors in addition to the speed of the preceding vehicle 2. For example, considering the vehicle classification according to the length of the braking distance, such as the classification of large automobiles, medium-sized automobiles, and ordinary automobiles, based on the speed V2 of the preceding vehicle 2 and the classification into which the preceding vehicle 2 is classified. Thus, the deceleration distance D can be derived. In this case, a map as shown in FIG. 4 can be provided for each section. Examples of elements other than the speed of the preceding vehicle 2 include road surface conditions, weather, and the like, in addition to the above-described classification.

3. Procedure of Operation Process The procedure of the deceleration guide process executed by the deceleration guide system 10 according to the present embodiment will be described with reference to FIGS. Each step described below is executed by an arithmetic processing device provided in the deceleration guide system 10.

  As illustrated in FIG. 10, when the determination unit 12 determines that the target vehicle 1 is approaching the deceleration guide point P (step # 01: Yes), the determination unit 12 moves forward in the section from the target vehicle 1 to the deceleration guide point P. It is determined whether or not the vehicle 2 exists (step # 02). And when the determination part 12 determines that the front vehicle 2 does not exist (step # 02: No), it performs a 1st determination process (step # 03), and when it determines with the front vehicle 2 existing (Step # 02: Yes), the second determination process is executed (Step # 04). In step # 01, for example, when the distance from the current position of the target vehicle 1 to the deceleration guide point P is equal to or less than a predetermined approach distance, the target vehicle 1 approaches the deceleration guide point P. It is determined that

  Next, the first determination process in step # 03 in FIG. 10 will be described with reference to FIG. The first determination process is executed when the preceding vehicle 2 does not exist in the section from the target vehicle 1 to the deceleration guide point P. Therefore, in the first determination process, the guidance determination based on the first relationship is executed until the first determination process is completed. The determination unit 12 determines whether or not the speed V1 of the target vehicle 1 exceeds the first high speed side determination threshold value T1H (step # 10). When it is determined that the speed V1 of the target vehicle 1 does not exceed the first high speed side determination threshold value T1H (step # 10: No), the determination in step # 10 is performed until the target vehicle 1 reaches the deceleration guide point P. (Step # 11: No) is repeatedly executed. When the target vehicle 1 reaches the deceleration guide point P without the speed V1 of the target vehicle 1 exceeding the first high speed side determination threshold T1H (step # 11: Yes), the deceleration guidance is not performed. One determination process is terminated.

  On the other hand, when the speed V1 of the target vehicle 1 exceeds the first high speed side determination threshold T1H before the target vehicle 1 reaches the deceleration guide point P (step # 10: Yes), the determination unit 12 decelerates. It is determined that guidance is to be performed, and the guidance execution unit 13 starts deceleration guidance (step # 12). The guidance execution unit 13 has not been determined to stop the deceleration guidance by the first cancellation determination process (step # 13) (step # 14: No), and the target vehicle 1 has not reached the deceleration guidance point P. Under the condition (step # 16: No), the deceleration guidance is continuously executed. The first stop determination process (step # 13) is repeatedly executed on the condition that the target vehicle 1 has not reached the deceleration guide point P (step # 16: No). If the target vehicle 1 reaches the deceleration guide point P without being determined to stop the deceleration guidance (step # 16: Yes), the deceleration guidance by the guidance execution unit 13 is terminated (step # 17). ), The first determination process is terminated. On the other hand, when it is determined by the first stop determination process (step # 13) until the target vehicle 1 reaches the deceleration guide point P (step # 14: Yes), the guidance execution unit 13 is stopped (step # 15), and the process proceeds to step # 11. Thereafter, if the speed V1 of the target vehicle 1 does not exceed the first high speed side determination threshold value T1H again until the target vehicle 1 reaches the deceleration guide point P, the first determination process is performed without performing the deceleration guide again. Is terminated. On the other hand, if the speed V1 of the target vehicle 1 again exceeds the first high speed side determination threshold value T1H until the target vehicle 1 reaches the deceleration guide point P (step # 10: Yes), the deceleration guidance is performed again. Is started (step # 12).

  Next, the second determination process in step # 04 in FIG. 10 will be described with reference to FIG. The second determination process is executed when the forward vehicle 2 exists in the section from the target vehicle 1 to the deceleration guide point P. In the second determination process, the guidance determination based on the first relationship is executed until the speed V2 of the preceding vehicle 2 exceeds the third determination threshold value T3, and the speed V2 of the preceding vehicle 2 is set to the third determination threshold value T3. After that, guidance determination based on the second relationship is executed. The determination unit 12 determines whether or not the speed V2 of the preceding vehicle 2 exceeds the third determination threshold value T3 (step # 20). When it is determined that the speed V2 of the preceding vehicle 2 does not exceed the third determination threshold T3 (step # 20: No), basically the first determination process (see FIG. 11) is performed in steps # 21 to # 29. Similarly, guidance determination based on the first relationship is executed.

  The difference from the first determination process is that, in the second determination process, when it is determined that the speed V1 of the target vehicle 1 does not exceed the first high speed side determination threshold T1H (step # 21: No), in step # 20 On the condition that a positive determination is not made and a positive determination is not made in step # 21, the determination in step # 20 and step # 21 is performed until the target vehicle 1 reaches the deceleration guide point P ( Step # 22: No), which is repeatedly executed. In the second determination process, when the speed V1 of the target vehicle 1 exceeds the first high speed side determination threshold T1H (step # 21: Yes) and deceleration guidance is started (step # 23), step # 20 is performed. The determination (step # 24) as to whether the speed V2 of the preceding vehicle 2 is in excess of the third determination threshold value T3 is determined to stop the deceleration guidance by the first stop determination process (step # 25). (Step # 26: No), and the point that the target vehicle 1 does not reach the deceleration guide point P (Step # 28: No) is also repeatedly executed, which is different from the first determination process.

  That is, in the second determination process, the same process as the first determination process is executed unless it is determined in step # 20 or step # 24 that the speed V2 of the preceding vehicle 2 exceeds the third determination threshold value T3. When it is determined in step # 20 or step # 24 that the speed V2 of the preceding vehicle 2 has exceeded the third determination threshold T3 (step # 20: Yes, step # 24: Yes), steps # 30 to # 37 are performed. Guidance determination based on the second relationship is performed. Specifically, when a positive determination is made in step # 20 and the guidance determination based on the second relationship is started, the determination unit 12 determines that the speed V1 of the target vehicle 1 exceeds the second high speed side determination threshold T2H. Is determined (step # 30). When it is determined that the speed V1 of the target vehicle 1 does not exceed the second high speed side determination threshold T2H (step # 30: No), the determination of step # 30 determines that the target vehicle 1 reaches the sudden deceleration expected point Q. The process is repeatedly executed until (step # 31: No). When the target vehicle 1 reaches the sudden deceleration expected point Q without the speed V1 of the target vehicle 1 exceeding the second high speed side determination threshold T2H (step # 31: Yes), guidance determination based on the second relationship The second determination process is terminated without performing deceleration guidance according to the above.

  On the other hand, when the speed V1 of the target vehicle 1 exceeds the second high speed side determination threshold T2H before the target vehicle 1 reaches the sudden deceleration expected point Q (step # 30: Yes), the determination unit 12 It is determined that deceleration guidance is to be performed, and the guidance execution unit 13 starts deceleration guidance (step # 32). The guidance execution unit 13 has not been determined to stop the deceleration guidance by the second cancellation determination process (step # 33) (step # 34: No), and the target vehicle 1 has reached the sudden deceleration expected point Q. On the condition that there is not (step # 36: No), the deceleration guidance is continuously executed. The second stop determination process (step # 33) is repeatedly executed on the condition that the target vehicle 1 has not reached the deceleration guide point P (step # 36: No). If a positive determination is made in step # 24 and guidance determination based on the second relationship is started, the process proceeds to step # 33. If the target vehicle 1 reaches the sudden deceleration expected point Q without being determined to stop the deceleration guidance (step # 36: Yes), the deceleration guidance by the guidance execution unit 13 is terminated (step #). 37) The second determination process is terminated. On the other hand, if it is determined by the second stop determination process (step # 33) that the target vehicle 1 reaches the sudden deceleration expected point Q (step # 34: Yes), the guidance is executed. The deceleration guidance by the unit 13 is stopped (step # 35), and the process proceeds to step # 31. After that, if the speed V1 of the target vehicle 1 does not exceed the second high speed side determination threshold value T2H again until the target vehicle 1 reaches the sudden deceleration expected point Q, the second determination process is performed without performing another deceleration guide. Is terminated. On the other hand, when the speed V1 of the target vehicle 1 again exceeds the second high speed side determination threshold T2H until the target vehicle 1 reaches the sudden deceleration expected point Q (step # 30: Yes), the deceleration is performed again. Guidance is started (step # 32). Here, when the target vehicle 1 reaches the sudden deceleration expected point Q during execution of the guidance determination based on the second relationship (step # 31: Yes, step # 36: Yes), the process is terminated. As an example, when the target vehicle 1 reaches the sudden deceleration expected point Q, the process proceeds to step # 10 (see FIG. 11) of the first determination process, and the target vehicle 1 reaches the deceleration guide point P. In the meantime, the guidance determination based on the first relationship may be executed.

  Next, the first stop determination process of step # 13 in FIG. 11 and step # 25 in FIG. 12 will be described with reference to FIG. The determination unit 12 determines whether or not the speed V1 of the target vehicle 1 is lower than the first low speed side determination threshold T1L (step # 40). When the speed V1 of the target vehicle 1 is lower than the first low speed side determination threshold T1L (step # 40: Yes), the determination unit 12 determines to stop the deceleration guidance (step # 41), and the first The cancellation determination process is terminated. On the other hand, when the speed V1 of the target vehicle 1 is not lower than the first low speed side determination threshold T1L (step # 40: No), the determination unit 12 determines that the speed V1 of the target vehicle 1 is the first high speed side determination threshold T1H. It is determined whether or not the following is true, that is, whether or not the intermediate state has been entered (step # 42). When the speed V1 of the target vehicle 1 is equal to or lower than the first high speed side determination threshold T1H (step # 42: Yes), the deceleration of the target vehicle 1 is the specific deceleration (the target vehicle 1 reaches the reference point). Until the speed V1 of the target vehicle 1 is a deceleration that is lower than the low speed determination threshold) (step # 43), and is in the specific deceleration state (step #). 43: Yes) When the specific deceleration state continues for the stop determination time S or more (step # 44: Yes), the determination unit 12 determines to stop the deceleration guidance (step # 41), and the first stop determination Processing is terminated. On the other hand, if a negative determination is made in any of the determination in step # 42, the determination in step # 43, or the determination in step # 44, the first stop determination process is performed without determining that the deceleration guidance is stopped. Is terminated.

  Finally, the second cancellation determination process of step # 33 in FIG. 12 is shown in FIG. As apparent from comparing FIG. 14 with FIG. 13, the second low speed side determination threshold value T1L is used instead of the first low speed side determination threshold value T1L, and the second high speed side determination threshold value is replaced with the first high speed side determination threshold value T1H. Except for using the threshold value T2H, the second cancellation determination process is the same as the first cancellation determination process.

4). Other Embodiments Other embodiments of the deceleration determination system will be described. Note that the configurations disclosed in the following embodiments can be applied in combination with the configurations disclosed in other embodiments as long as no contradiction arises.

(1) In the above embodiment, the determination unit 12 is in the intermediate state when the speed V1 of the target vehicle 1 is higher than the high speed side determination threshold value and shifts from the state where the deceleration guidance is performed to the intermediate state. On the condition that the state in which the speed V1 of the target vehicle 1 is lower than the low speed determination threshold value continues until the target vehicle 1 reaches the reference point continues for a predetermined time or more. The configuration in which the deceleration guidance is determined to be stopped has been described as an example. However, the present invention is not limited to such a configuration. For example, a configuration that does not require that the above state continues for a predetermined time or more is possible. That is, the determination unit 12 is a case where the speed V1 of the target vehicle 1 is higher than the high speed determination threshold value and shifts from the state where the deceleration guidance is performed to the intermediate state, and based on the deceleration of the target vehicle 1 When it is determined that the speed V1 of the target vehicle 1 is lower than the low speed side determination threshold before the vehicle 1 reaches the reference point, it can be determined that the deceleration guidance is to be stopped. Further, without considering whether the speed V1 of the target vehicle 1 is lower than the low speed side determination threshold until the target vehicle 1 reaches the reference point, the determination unit 12 determines that the speed V1 of the target vehicle 1 is A configuration for determining that the deceleration guidance is to be stopped on condition that the intermediate state continues for a predetermined time or more when the transition from the state where the deceleration guidance is higher than the high speed side determination threshold to the intermediate state You can also

(2) In the above embodiment, the determination unit 12 uses the first low speed side determination threshold value T1L in addition to the first high speed side determination threshold value T1H in the guidance determination based on the first relationship, and also guides based on the second relationship. In the determination, the configuration using the second low speed side determination threshold value T2L in addition to the second high speed side determination threshold value T2H has been described as an example. However, without being limited to such a configuration, for example, in the guidance determination based on the first relationship, when the speed V1 of the target vehicle 1 exceeds the first high speed side determination threshold T1H, It is determined that deceleration guidance is to be performed, and when the speed V1 of the target vehicle 1 is equal to or less than the first high speed side determination threshold T1H, it is determined that deceleration guidance is not to be performed. When the speed V1 of the vehicle 1 exceeds the second high speed side determination threshold T2H, it is determined that the deceleration guidance is performed, and when the speed V1 of the target vehicle 1 is equal to or lower than the second high speed side determination threshold T2H, the deceleration guidance is performed. It can also be set as the structure determined not to perform.

(3) In the above embodiment, the determination unit 12 derives the deceleration distance D and sets a point in the section where the distance to the deceleration guide point P is equal to or less than the deceleration distance D as the sudden deceleration expected point Q. The configuration has been described as an example. However, without being limited to such a configuration, the determination unit 12 may set the sudden deceleration expected point Q without deriving the deceleration distance D. For example, the determination unit 12 determines a point immediately before the deceleration guide point P (a rear side in the traveling direction of the target vehicle 1) as a sudden deceleration expected point Q by a predetermined distance without considering the state of the preceding vehicle 2. It can be set as the structure set to. Further, for example, for each of a plurality of sections corresponding to the difference between the speed (vehicle speed) and the safe speed Vs, a moving distance that increases as the speed increases is set in advance, and the determination unit 12 determines the speed of the forward vehicle 2. It is also possible to adopt a configuration in which a point in front of the deceleration guide point P by the moving distance set in the section into which V2 is classified is set as the sudden deceleration expected point Q.

(4) In the above embodiment, both the first high speed side determination threshold value T1H and the first low speed side determination threshold value T1L are set smaller as the target vehicle 1 approaches the deceleration guide point P, and the second high speed side determination threshold value is set. Both T2H and the second low speed side determination threshold T2L are set to be smaller as the target vehicle 1 approaches the sudden deceleration expected point Q, and the third determination threshold T3 becomes smaller as the preceding vehicle 2 approaches the deceleration guide point P. The configuration to be set has been described as an example. However, without being limited to such a configuration, for example, at least one of the first high speed side determination threshold T1H and the first low speed side determination threshold T1L is close to the target vehicle 1 and the deceleration guide point P. Even if the target vehicle 1 approaches the sudden deceleration expected point Q, at least one of the second high speed side determination threshold value T2H and the second low speed side determination threshold value T2L does not change. A configuration in which a fixed value is set, a configuration in which the third determination threshold T3 is set to a fixed value that does not change even when the preceding vehicle 2 and the deceleration guide point P approach each other, and the like can also be adopted.

(5) In the above embodiment, the speed V1 of the target vehicle 1 in the first relationship including the relationship between the position of the deceleration guide point P, the position of the target vehicle 1, and the speed V1 of the target vehicle 1 is set as the absolute speed. As described above, instead of the speed V1 of the target vehicle 1, the difference between the speed V1 of the target vehicle 1 and the safe speed Vs may be used. Similarly, the speed V1 of the target vehicle 1 in the second relationship can be the difference between the speed V1 of the target vehicle 1 and the safe speed Vs instead of the absolute speed. Further, the speed V2 of the front vehicle 2 in the third relationship can be a difference between the speed V2 of the front vehicle 2 and the safe speed Vs, not the absolute speed. Replacing the speed V1 of the target vehicle 1 in the other description with the difference between the speed V1 of the target vehicle 1 and the safe speed Vs, or replacing the speed V2 of the front vehicle 2 in the other description with the speed V2 of the front vehicle 2 and the safety It is also possible to replace the difference with the speed Vs.

(6) In the above embodiment, the configuration in which the front vehicle 2 is limited to a vehicle traveling in the same lane as the target vehicle 1 in front of the target vehicle 1 has been described as an example. However, the present invention is not limited to such a configuration, and all vehicles traveling in front of the target vehicle 1 may be used as the front vehicle 2 without considering the lane during travel.

(7) In the above embodiment, when there are a plurality of front vehicles 2 in the section from the target vehicle 1 to the deceleration guide point P, the front closest to the target vehicle 1 among the plurality of front vehicles 2 The structure which selects the vehicle 2 as a specific front vehicle was demonstrated as an example. However, without being limited to such a configuration, for example, the front vehicle 2 having the highest traveling speed among the plurality of front vehicles 2 existing in the section from the target vehicle 1 to the deceleration guide point P is identified. It can be set as the structure selected as a front vehicle.

(8) The assignment of each functional unit of the deceleration guidance system 10 shown in the above embodiment is merely an example, and a plurality of functional units can be combined or one functional unit can be further divided.

(9) Regarding other configurations, it should be understood that the embodiments disclosed herein are merely examples in all respects. Accordingly, those skilled in the art can make various modifications as appropriate without departing from the spirit of the present disclosure.

5. Outline of the above embodiment Hereinafter, an outline of the deceleration guide system described above will be explained.

  The deceleration guidance system (10) that performs deceleration guidance for the occupant of the target vehicle (1) in response to the approach of the target vehicle (1) to the deceleration guidance point (P) that is a target point for deceleration guidance, An information acquisition unit (11) for acquiring information on the position of the deceleration guide point (P), information on the position of the target vehicle (1), and information on the speed (V1) of the target vehicle (1); In determining whether to perform deceleration guidance based on the first relationship including the relationship between the position of the point (P), the position of the target vehicle (1), and the speed (V1) of the target vehicle (1). A determination unit (12) that executes a certain guidance determination, and a vehicle traveling in front of the target vehicle (1) is defined as a front vehicle (2), and the information acquisition unit (11) includes the target vehicle (1). ) To the deceleration guide point (P), the forward vehicle (2) exists. In this case, information on the position of the preceding vehicle (2) and information on the speed (V2) of the preceding vehicle (2) are obtained, and the determination unit (12) includes the preceding vehicle (2). A predetermined relationship based on a third relationship including a relationship between the position of the deceleration guide point (P), the position of the preceding vehicle (2), and the speed (V2) of the preceding vehicle (2). It is determined whether or not there is a possibility that a sudden deceleration, which is a deceleration greater than the deceleration, is performed before the forward vehicle (2) reaches the deceleration guide point (P), and the forward vehicle (2) determines the deceleration guidance. If it is determined that there is a possibility of sudden deceleration before reaching the point (P), instead of the first relationship, the sudden deceleration that is expected to occur by the preceding vehicle (2) is expected. The position of the expected deceleration point (Q), the position of the target vehicle (1), and the target vehicle (1) Based on the second relationship comprising a relationship between the velocity (V1), to perform the guidance determination.

  According to this configuration, there is a forward vehicle (2) in a section from the target vehicle (1) to the deceleration guide point (P), and the forward vehicle (2) becomes the deceleration guide point (P). If it is determined that there is a possibility of sudden deceleration before reaching the vehicle, guidance determination is performed based on the second relationship instead of the first relationship, which is a determination as to whether or not to perform deceleration guidance. The The first relationship includes the relationship between the position of the target vehicle (1), the speed of the target vehicle (1), and the position of the deceleration guide point (P), whereas the second relationship is the target vehicle. It includes the relationship between the position of (1), the speed of the target vehicle (1), and the position of the sudden deceleration expected point (Q) where sudden deceleration is expected to occur by the preceding vehicle (2). That is, by performing guidance determination based on the second relationship, from the time point earlier than the time point when the preceding vehicle (2) actually performs sudden deceleration (the time point when it is determined that there is a possibility of sudden deceleration) It is possible to perform guidance determination in consideration of the vehicle (2), and at the time of guidance determination, instead of the position of the deceleration guide point (P), sudden deceleration closer to the target vehicle (1) than the deceleration guide point (P). By considering the position of the predicted point (Q), it is possible to perform guidance determination in consideration of the preceding vehicle (2) from a point closer to the front. Therefore, according to the above configuration, even when the forward vehicle (2) exists in the section from the target vehicle (1) to the deceleration guide point (P), the forward vehicle (2) is considered at a relatively early timing. It is possible to perform the deceleration guidance.

  Here, in the guidance determination based on the first relationship, the determination unit (12) determines that the speed (V1) of the target vehicle (1) is the target vehicle (1) and the deceleration guide point (P). Is determined to be decelerated guidance when it exceeds a first determination threshold (T1H) that is set smaller as the vehicle approaches, and in the guidance determination based on the second relationship, the speed (V1) of the target vehicle (1) is determined. ) Exceeds a second determination threshold (T2H) that is set smaller as the target vehicle (1) and the expected sudden deceleration point (Q) approach each other, it is determined that deceleration guidance is performed, It is preferable that the second determination threshold value (T2H) is set to a value smaller than the first determination threshold value (T1H).

According to this configuration, when performing the guidance determination based on the first relationship, it is appropriate to consider that the time and distance for deceleration decrease as the target vehicle (1) approaches the deceleration guide point (P). It is possible to perform guidance determination, and when performing guidance determination based on the second relationship, the time and distance for deceleration decrease as the target vehicle (1) approaches the sudden deceleration expected point (Q). It is possible to perform appropriate guidance determination in consideration of this.
Furthermore, according to the above configuration, since the second determination threshold (T2H) is set to a value smaller than the first determination threshold (T1H), the second determination threshold (T2H) and the first determination threshold (T1H) Compared to the case where is set to the same value, the vehicle (1) existing in the section from the target vehicle (1) to the deceleration guide point (P) until the vehicle reaches the deceleration guide point (P). When there is a possibility of sudden deceleration, the configuration can be such that the speed of the target vehicle (1) exceeds the determination threshold at an earlier point in time or a point closer to the front. As a result, it is possible to perform appropriate deceleration guidance considering the preceding vehicle (1).

  In addition, the determination unit (12) is configured to set a third determination threshold value (V2) that is set smaller as the speed (V2) of the preceding vehicle (2) approaches the preceding vehicle (2) and the deceleration guide point (P). When it exceeds T3), it is preferable to determine that there is a possibility of sudden deceleration before the preceding vehicle (2) reaches the deceleration guide point (P).

  According to this configuration, considering that the time and distance for deceleration decrease as the preceding vehicle (2) and the deceleration guide point (P) approach each other, the preceding vehicle (2) becomes the deceleration guide point (P). Therefore, it is possible to appropriately determine whether or not there is a possibility of sudden deceleration before reaching the position.

  Moreover, the said determination part (12) sets the deceleration distance (D) which is a travel distance required in order for the said front vehicle (2) to decelerate to the safe speed (Vs) set to the said deceleration guide point (P). Derived based at least on the speed (V2) of the preceding vehicle (2), a point in the section where the distance to the deceleration guide point (P) is equal to or less than the deceleration distance (D) It is preferable to set to (Q).

  According to this configuration, even when the current speed of the preceding vehicle (2) is higher than the safe speed (Vs), the speed close to the safe speed (Vs) is reached when passing through the deceleration guide point (P). Considering the general tendency of deceleration, it is possible to appropriately set the sudden deceleration expected point (Q) with a relatively simple configuration.

  Further, when the guidance determination is executed based on the first relationship, the deceleration guide point (P) is used. When the guidance determination is executed based on the second relationship, the sudden deceleration expected point (Q) is set. As the reference point, the determination unit (12) sets the speed (V1) of the target vehicle (1) to be smaller as the target vehicle (1) and the reference point are closer to each other. , T2H), it is determined that deceleration guidance is performed, and the speed (V1) of the target vehicle (1) is set smaller as the target vehicle (1) approaches the reference point. When the threshold value is lower than the low speed side determination threshold value (T1L, T2L) set to a value smaller than the high speed side determination threshold value (T1H, T2H), it is determined that deceleration guidance is not performed, and the determination Part (12) is the front From the state where the speed (V1) of the target vehicle (1) is higher than the high speed side determination threshold (T1H, T2H) and the deceleration guidance is performed, the speed (V1) of the target vehicle (1) is determined as the high speed side determination. It is a case where it shifts to the intermediate state which is below threshold value (T1H, T2H) and above said low speed side judgment threshold value (T1L, T2L), Comprising: Based on the deceleration of said target vehicle (1), said target vehicle (1 ) Until it reaches the reference point, it is determined that the deceleration guidance is to be stopped when it is determined that the speed (V1) of the target vehicle (1) is lower than the low speed side determination threshold (T1L, T2L). It is preferable.

  According to this configuration, in the case where the deceleration guidance is stopped according to the decrease in the speed (V1) of the target vehicle (1) from the state where the deceleration guidance is being performed, in addition to the transition to the intermediate state, the target vehicle It is determined that it is determined that the speed (V1) of the target vehicle (1) is lower than the low speed side determination threshold (T1L, T2L) until (1) reaches the reference point. Is done. Therefore, it is possible to determine whether to cancel the deceleration guidance by appropriately considering the deceleration state of the target vehicle (1) as compared with the case where the deceleration guidance is canceled on the condition that the vehicle has simply shifted to the intermediate state.

  Further, the determination unit (12) is in the intermediate state, and the speed (V1) of the target vehicle (1) is determined as the low speed side before the target vehicle (1) reaches the reference point. It is preferable to determine that the deceleration guidance is to be stopped on the further condition that the state determined to be lower than the threshold values (T1L, T2L) continues for a predetermined time (S) or more.

  According to this configuration, the state in which the speed (V1) of the target vehicle (1) is lower than the low speed side determination threshold (T1L, T2L) until the target vehicle (1) reaches the reference point. It is possible to avoid stopping the deceleration guidance when it is realized accidentally or instantaneously regardless of the driver's clear intention to decelerate in (1). In addition, the deceleration guidance is stopped in a state where the speed (V1) of the target vehicle (1) is lower than the high speed side determination threshold (T1H, T2H) by the predetermined time (S). It is possible to suppress a reduction in the reliability of the deceleration guide due to the start and stop of the guidance being repeated in a short time.

  The various technical features of the deceleration guide system described above can also be applied to a deceleration guide method and a deceleration guide program.

1: Target vehicle 2: Vehicle ahead 10: Deceleration guidance system 11: Information acquisition unit 12: Determination unit D: Deceleration distance P: Deceleration guidance point Q: Rapid deceleration expected point T1H: First high speed side determination threshold (first determination threshold) , High-speed judgment threshold)
T1L: First low speed side determination threshold (low speed side determination threshold)
T2H: second high speed side determination threshold (second determination threshold, high speed side determination threshold)
T2L: second low speed side determination threshold (low speed side determination threshold)
T3: Third determination threshold Vs: Safe speed

Claims (9)

A deceleration guidance system that performs deceleration guidance for an occupant of the target vehicle in response to the approach of the target vehicle to a deceleration guidance point that is a target point for deceleration guidance,
An information acquisition unit for acquiring information on the position of the deceleration guide point, information on the position of the target vehicle, and information on the speed of the target vehicle;
A determination unit that performs guidance determination, which is determination as to whether or not to perform deceleration guidance, based on a first relationship including a relationship between the position of the deceleration guide point, the position of the target vehicle, and the speed of the target vehicle; With
When the vehicle traveling in front of the target vehicle is a forward vehicle, the information acquisition unit includes information on the position of the forward vehicle when the forward vehicle exists in a section from the target vehicle to the deceleration guide point. And information on the speed of the vehicle ahead,
The determination unit is configured to reduce a predetermined reduction based on a third relationship including a relationship between the position of the deceleration guide point, the position of the preceding vehicle, and the speed of the preceding vehicle when the preceding vehicle exists. It is determined whether or not there is a possibility that sudden deceleration that is greater than or equal to the speed is performed before the preceding vehicle reaches the deceleration guide point, and the sudden vehicle is reached before the preceding vehicle reaches the deceleration guide point. If it is determined that there is a possibility of performing a deceleration, said by preceding vehicle rapid deceleration expected point the occurrence of rapid deceleration is expected set based on the speed of the preceding vehicle, instead of the first relation, the sudden The deceleration guidance system which performs the said guidance determination based on the 2nd relationship including the relationship between the position of the deceleration estimated point, the position of the said target vehicle, and the speed of the said target vehicle. In the guidance determination based on the first relationship, when the speed of the target vehicle exceeds a first determination threshold that is set smaller as the target vehicle approaches the deceleration guide point, In the guidance determination based on the second relationship, the speed of the target vehicle exceeds a second determination threshold that is set smaller as the target vehicle approaches the predicted sudden deceleration point. It is determined that deceleration guidance is to be performed,
The deceleration guidance system according to claim 1, wherein the second determination threshold is set to a value smaller than the first determination threshold.   The determination unit determines that the front vehicle reaches the deceleration guide point when the speed of the front vehicle exceeds a third determination threshold that is set to be smaller as the vehicle ahead approaches the deceleration guide point. The deceleration guide system according to claim 1, wherein it is determined that there is a possibility that the rapid deceleration is performed during the period up to.   The determination unit derives a deceleration distance that is a travel distance necessary for the front vehicle to decelerate to a safe speed set at the deceleration guide point based on at least the speed of the front vehicle, and the deceleration guide point The deceleration guidance system as described in any one of Claim 1 to 3 which sets the point in the area where the distance to becomes below the said deceleration distance to the said sudden deceleration estimated point. When executing the guidance determination based on the first relationship, the deceleration guide point, and when executing the guidance determination based on the second relationship, the sudden deceleration expected point as a reference point,
The determination unit determines to perform deceleration guidance when the speed of the target vehicle is higher than a high speed side determination threshold that is set smaller as the target vehicle approaches the reference point, and the target vehicle When the speed of the vehicle is lower than a threshold value that is set smaller as the target vehicle approaches the reference point and is lower than a low speed side determination threshold value that is set to a value that is smaller than the high speed side determination threshold value, deceleration guidance And decide not to
The determination unit is configured such that the speed of the target vehicle is equal to or lower than the high speed side determination threshold and is equal to or higher than the low speed side determination threshold from a state where the speed of the target vehicle is higher than the high speed determination threshold And when the speed of the target vehicle becomes lower than the low speed determination threshold until the target vehicle reaches the reference point based on the deceleration of the target vehicle. The deceleration guidance system according to any one of claims 1 to 4, wherein when it is determined, the deceleration guidance is determined to be stopped.   The determination unit determines in advance a state that is in the intermediate state and determines that the speed of the target vehicle is lower than the low speed side determination threshold until the target vehicle reaches the reference point. The deceleration guide system according to claim 5, wherein it is determined that the deceleration guidance is to be stopped under the further condition that the duration continues for a predetermined time.   The said determination part assumes that the speed of the said front vehicle is constant until the said front vehicle arrives at the said sudden deceleration estimated point, and sets the said sudden deceleration estimated point. The deceleration guide system described in 1. In accordance with the approach of the target vehicle to the deceleration guide point that is the target point of the deceleration guide, a deceleration guide method for performing the deceleration guide to the occupant of the target vehicle,
An information acquisition step for acquiring information on the position of the deceleration guide point, information on the position of the target vehicle, and information on the speed of the target vehicle;
A determination step of performing guidance determination, which is determination as to whether or not to perform deceleration guidance, based on a first relationship including a relationship between the position of the deceleration guide point, the position of the target vehicle, and the speed of the target vehicle; Including,
With the vehicle traveling in front of the target vehicle as a forward vehicle, in the information acquisition step, when the forward vehicle exists in a section from the target vehicle to the deceleration guide point, information on the position of the forward vehicle and And information on the speed of the vehicle ahead,
In the determination step, when the forward vehicle is present, a predetermined reduction is performed based on a third relationship including a relationship between the position of the deceleration guide point, the position of the forward vehicle, and the speed of the forward vehicle. It is determined whether or not there is a possibility that sudden deceleration that is greater than or equal to the speed is performed before the preceding vehicle reaches the deceleration guide point, and the sudden vehicle is reached before the preceding vehicle reaches the deceleration guide point. If it is determined that there is a possibility of performing a deceleration, said by preceding vehicle rapid deceleration expected point the occurrence of rapid deceleration is expected set based on the speed of the preceding vehicle, instead of the first relation, the sudden A deceleration guidance method for executing the guidance determination based on a second relationship including a relationship between a position of a predicted deceleration point, a position of the target vehicle, and a speed of the target vehicle. A deceleration guidance program that performs deceleration guidance for the occupant of the target vehicle in response to the approach of the target vehicle to the deceleration guidance point that is a target point for deceleration guidance,
An information acquisition function for acquiring information on the position of the deceleration guide point, information on the position of the target vehicle, and information on the speed of the target vehicle;
A determination function for performing guidance determination, which is determination as to whether or not to perform deceleration guidance, based on a first relationship including a relationship between the position of the deceleration guide point, the position of the target vehicle, and the speed of the target vehicle; , Realized on a computer,
When the vehicle traveling in front of the target vehicle is a front vehicle, the information acquisition function includes information on the position of the front vehicle when the front vehicle exists in a section from the target vehicle to the deceleration guide point. And information on the speed of the vehicle ahead,
In the determination function, when the preceding vehicle is present, a predetermined reduction based on a third relationship including a relationship between the position of the deceleration guide point, the position of the preceding vehicle, and the speed of the preceding vehicle is determined. It is determined whether or not there is a possibility that sudden deceleration that is greater than or equal to the speed is performed before the preceding vehicle reaches the deceleration guide point, and the sudden vehicle is reached before the preceding vehicle reaches the deceleration guide point. If it is determined that there is a possibility of performing a deceleration, said by preceding vehicle rapid deceleration expected point the occurrence of rapid deceleration is expected set based on the speed of the preceding vehicle, instead of the first relation, the sudden A deceleration guidance program for executing the guidance determination based on a second relationship including a relationship between a position of a predicted deceleration point, a position of the target vehicle, and a speed of the target vehicle.

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