JP7197301B2 - Driving support device, program - Google Patents

Description

The present disclosure relates to processing devices, programs and/or data.

In Patent Document 1, a change in light color of a first traffic light defined based on a light color of a second traffic light whose color change is interlocked with a first traffic light positioned in front of a traveling direction of a moving body is disclosed. a storage unit storing period data relating to a period; an acquisition unit for acquiring second light color information that is information on the current light color of the second traffic light; and using the period data and the second light color information. a prediction unit that predicts a period from when the second light color information is acquired until the light color of the first traffic light changes to a specific light color; and a control unit that performs control for driving assistance.

JP 2017-16279 A

An object of the present disclosure is to provide a driving support device that is effective in realizing driving support that matches the timing at which a vehicle can enter an intersection.

A driving support device according to one aspect of the present disclosure includes a plurality of lighting pattern data including a plurality of types of transition cycle data that define a transition cycle of lighting states of a plurality of traffic lights at one intersection, and a plurality of lighting pattern data including the intersection. Refer to the applicable period data that defines the period to be applied to each, and the database holding based on a pattern determination unit that determines whether the light pattern data is the current light pattern data of at least one of the plurality of traffic lights at the intersection, and the current light pattern data of the intersection. A timing estimating unit for estimating an approachable timing, and a driving support unit for executing driving support for a vehicle based on the approachable timing , wherein light pattern data is set for each of a plurality of virtual intersections. Passable lanes that are passable lanes that indicate passable lanes for each lighting state among a plurality of intersecting lanes that are set to connect lanes entering the intersection and lanes exiting the intersection. data and lane relation data indicating whether or not the plurality of passable lanes intersect with each other with respect to the lighting conditions in which a plurality of passable lanes occur at the intersection. Of the lanes in the intersection, the start timing of the lighting state in which the planned entry lane into which the vehicle is scheduled to enter becomes a passable lane is determined based on the current lighting state, the transition cycle data of the current lighting pattern data, and the passable lane data. Based on the lane-related data of the current lighting pattern data, the driving support unit compares the traveling speed in the planned approach lane that does not cross other passable lanes, and crosses other passable lanes. A target speed pattern of the vehicle until it passes through the planned entry lane is set so as to slow down the traveling speed in the planned entry lane .

A program according to another aspect of the present disclosure provides a computer with a plurality of lighting pattern data including a plurality of types of transition cycle data defining transition cycles of lighting states of a plurality of traffic lights at one intersection, and a plurality of lighting pattern data. By referring to the applicable period data that determines the period that is applied to the intersection, and the database that holds the is the current light pattern data, the current light state of at least one of the plurality of traffic lights at the intersection, and the current light pattern data of the intersection. and a driving support unit that executes driving support for the vehicle based on the timing at which the vehicle can enter. lanes within the intersection, and among the multiple lanes within the intersection set to connect the lanes entering the intersection and the lanes exiting the intersection, traffic that indicates passable lanes for each lighting state The timing estimator further includes available lane data and lane relation data indicating whether or not the plurality of passable lanes intersect with each other with respect to a lighting state in which a plurality of passable lanes occur at the intersection, and the timing estimation unit is set at the intersection. The start timing of the lighting state in which the planned entry lane into which the vehicle is scheduled to enter among the multiple lanes in the intersection becomes a passable lane is determined by the current lighting state, the transition cycle data of the current lighting pattern data, and the passable lane data. Based on the lane-related data of the current lighting pattern data, the driving support unit compares the traveling speed in the planned approach lane that does not intersect with other passable lanes, and compares the traveling speed with other passable lanes. A target speed pattern of the vehicle until it passes through the planned approach lane is set so as to reduce the running speed in the planned approach lane to intersect .

1 is a schematic diagram showing the configuration of a driving support system; FIG. FIG. 3 is a schematic diagram showing the contents of map data; It is a table which illustrates the content of lane section data. It is a table which illustrates the content of attribute information. It is a schematic diagram which illustrates an intersection. 4 is a table illustrating lighting pattern data; FIG. 11 is a table illustrating the contents of other lighting pattern data; FIG. It is a table which illustrates the application period data of an intersection. It is a schematic diagram which illustrates another intersection. 4 is a table exemplifying the contents of lighting pattern data; It is a schematic diagram which illustrates another intersection. 4 is a table exemplifying the contents of lighting pattern data; FIG. 4 is a schematic diagram illustrating passable lanes; It is a schematic diagram which illustrates another intersection. FIG. 11 is a table illustrating the contents of other lighting pattern data; FIG. FIG. 4 is a schematic diagram illustrating passable lanes; 3 is a hardware configuration diagram of a driving support device and a server; FIG. 4 is a flowchart illustrating a driving assistance procedure at an intersection;

Hereinafter, embodiments will be described in detail with reference to the drawings. In the explanation, the same reference numerals are given to the same elements or elements having the same function, and duplicate explanations are omitted.

[Driving support system]
A driving support system 1 shown in FIG. 1 is a system that executes automatic driving of a vehicle 2 as an example of driving support for a vehicle 2 (for example, an automobile). The driving assistance system 1 includes a driving assistance device 100 mounted on a vehicle 2 and a server 200 connected to the driving assistance device 100 via a network line.

For example, the server 200 has a map database 211 (database). The map database 211 stores map data 220 for driving assistance. As shown in FIG. 2 , map data 220 includes logical network data 230 and lane network data 240 .

The logical network data 230 is information used for route search to the destination. The logical network data 230 is information composed of a plurality of nodes 231 associated with predetermined points and links 232 connecting the nodes 231. The route indicated by the series of nodes 231 and links 232 is road 3 corresponds to In the following description, a route at the logical network level (a route represented by a series of nodes 231 and links 232) will be referred to as a "logical route".

The lane network data 240 is data representing a traffic route of a mobile object on a road network by a network of a plurality of lane sections (hereinafter referred to as "lanes"). For example, the lane network data 240 is information that subdivides the logical route to the lane level of the road, and includes lane data of the road. For example, the lane network data 240 includes, as lane data, a plurality of lane data (hereinafter referred to as "lane data 250") extending along each of the lanes 3a and 3b, and attribute information 260 defined for each lane data 250. including. Lane network data 240 is associated with logical network data 230 .

Lane network data 240 also includes lane data 250 corresponding to intersections. An intersection is, for example, a node 231 where three or more links 232 intersect in the logical network data 230 (hereinafter referred to as "intersection node 233"). The intersection node 233 is associated with a plurality of lane data 250 corresponding to the combination of the lane section from which the vehicle enters the intersection (immediately before entering) and the lane section to which the vehicle exits from the intersection (immediately after exiting).

As illustrated in FIG. 3, the lane data 250 includes lane IDs, coordinate point sequences, approach lane IDs, exit lane IDs, lane lengths, and the like. A lane ID is an ID unique to a lane section. A coordinate point string is a data string in which coordinate data of points forming a lane section are arranged in order, and indicates a line along the lane. The entry-side lane ID is the ID of another lane section connected to the starting point of the lane section. The exit-side lane ID is the ID of another lane section connected to the end point of the lane section. The lane length is the length from the start point to the end point of the lane section.

As illustrated in FIG. 4, the attribute information 260 includes lane ID, lane width, total number of lanes, lane number, left lane ID, right lane ID, and lane change information. The lane ID is the ID of the lane section that is the target of the attribute information. The lane width is a numerical value indicating the width of the lane. The total number of lanes is the total number of lanes running in the same direction on the same road. The lane number is a value indicating to which lane the lane section belongs from the left side or the right side. The left lane ID is the ID of another lane section located on the left side of the lane section. The right lane ID is the ID of another lane section located on the right side of the lane section. The lane change information indicates whether it is possible to change lanes to the left and to the right.

The map data 220 further includes intersection data 300 defined for each intersection. The intersection data 300 includes lighting pattern data and application period data. The light pattern data includes transition cycle data defining a transition cycle of light states of a plurality of traffic lights at one intersection. “Lighting states of a plurality of traffic lights” means a combination of lighting states of individual traffic lights at the same timing. The lighting states of a plurality of traffic lights periodically repeat constant transitions. "Transition cycle" means the pattern of transitions per cycle.

The application period data defines the period during which the light pattern data is applied to the intersection. A plurality of types of light pattern data may be provided for the same intersection. In this case, the application period data respectively define periods during which the plurality of types of lighting pattern data are applied to the intersection. Each period is specified, for example, by at least one of the month and day, the day of the week, and the time zone. A specific example of the intersection data 300 is shown below.

FIG. 5 is a schematic diagram illustrating an intersection. An intersection C1 shown in FIG. 5 is a so-called T-shaped intersection, and three roads R1, R2, and R3 intersect at the intersection C1. Roads R1 and R2 are along the same course. Road R3 is along a course that intersects the courses of roads R1 and R2. Therefore, when a moving body (for example, a vehicle) entering the intersection C1 from the road R1 is taken as a reference, going straight to the road R2 means going straight, and going to the road R3 means turning right.

The road R1 includes lanes L11 and L12 for vehicles entering the intersection C1 and a lane L13 for vehicles exiting the intersection C1. Lane L11 is a straight lane heading to road R2, and lane L12 is a right turn lane heading to road R3. The road R2 includes a lane L21 for vehicles entering the intersection C1 and a lane L22 for vehicles exiting the intersection C1. The road R3 includes a lane L31 for vehicles entering the intersection C1 and a lane L32 for vehicles exiting the intersection C2.

A plurality of lanes L1, L2, L3, L4, L5, and L6 correspond to the intersection C1. Hereinafter, a lane corresponding to an intersection is distinguished from other lanes as an "intra-intersection lane". A lane corresponding to an intersection means a lane for passing through the intersection. For example, the intra-intersection lane L1 is interposed between the lane L11 and the lane L22. The intra-intersection lane L2 is interposed between the lane L12 and the lane L32. The intra-intersection lane L3 is interposed between the lane L21 and the lane L13. The intra-intersection lane L4 is interposed between the lane L21 and the lane L32. Intersection lane L5 is interposed between lane L31 and lane L13. Intersection lane L6 is interposed between lane L31 and lane L22.

A plurality of (for example, three) traffic signals A1, A2, and A3 are provided at the intersection C1. The traffic light A1 indicates whether or not the vehicle can enter the intersection C1 from the lanes L11 and L12 by lighting one of the three colors of red, blue, and yellow. The traffic light A2 indicates whether or not the vehicle can enter the intersection C1 from the lane L21 by lighting one of the three colors of red, blue, and yellow. The traffic light A3 indicates whether or not the vehicle can enter the intersection C1 from the lane L31 by lighting any one of red, blue, and yellow.

6 and 7 are tables respectively exemplifying two types of light pattern data 310A and 310B for the intersection C1. For example, each of the lighting pattern data 310A and 310B includes lighting state data 311, transition cycle data 312, passable lane data 313, and lane relation data 314.

The lighting state data 311 is data that defines a plurality of lighting states that form a transition cycle of the lighting states of the traffic lights A1, A2, and A3. The transition cycle data 312 is data that defines the transition timing of the lighting state in one transition cycle. For example, transition cycle data 312 includes a plurality of lighting state sequences 315 and durations 316 of each lighting state.

Passable lane data 313 indicates passable lanes among a plurality of intersecting lanes L1, L2, L3, L4, L5, and L6 corresponding to intersection C1 for each lighting state. The lane relation data 314 indicates whether or not the plurality of passable lanes intersect with each other with respect to the lighting state in which a plurality of passable lanes occur at the intersection C1. The term "intersection" here also includes the fact that exit destination lanes match.

The lighting state data 311 of the lighting pattern data 310A shown in FIG.

In the first lighting state (hereinafter referred to as "first lighting state"), the traffic lights A1 and A2 are green, and the traffic light A3 is red. Passable lane data 313 indicates that lanes L1, L2, L3, and L4 within the intersection are passable lanes in the first lighting state. Lane relationship data 314 indicates that there is a passable lane crossing between intra-intersection lanes L2 and L3 and between intra-intersection lanes L2 and L4 in the first light state.

In the second lighting state (hereinafter referred to as "second lighting state"), the traffic light A1 is green, the traffic light A2 is yellow, and the traffic light A3 is red. Passable lane data 313 indicates that lanes L1, L2, L3, and L4 within the intersection are passable lanes in the second light state as in the first light state. The lane relation data 314 indicates that, in the second lighting state, there is a crossing of passable lanes between lanes L2 and L3 in the intersection and between lanes L2 and L4 in the intersection in the same manner as in the first lighting state. showing.

In the third lighting state (hereinafter referred to as "third lighting state"), the traffic light A1 is green and the traffic lights A2 and A3 are red. Passable lane data 313 indicates that lanes L1 and L2 within the intersection are passable lanes in the third light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the third light state.

In the fourth lighting state (hereinafter referred to as "fourth lighting state"), the traffic light A1 is yellow and the traffic lights A2 and A3 are red. Passable lane data 313 indicates that lanes L1 and L2 within the intersection are passable lanes in the fourth light state as in the third light state. Lane relation data 314 indicates that in the fourth light state, as in the third light state, there is no crossing of passable lanes.

In the fifth lighting state (hereinafter referred to as "fifth lighting state"), the traffic lights A1, A2 and A3 are red. Passable lane data 313 indicates that there are no passable lanes in the fifth light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the fifth light state.

In the sixth lighting state (hereinafter referred to as "sixth lighting state"), the traffic lights A1 and A2 are red and the traffic light A3 is green. Passable lane data 313 indicates that lanes L5 and L6 within the intersection are passable lanes in the sixth light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the sixth light state.

In the seventh lighting state (hereinafter referred to as "seventh lighting state"), the traffic lights A1 and A2 are red and the traffic light A3 is yellow. Passable lane data 313 indicates that lanes L5 and L6 within the intersection are passable lanes in the seventh light state as in the sixth light state. Lane relation data 314 indicates that in the seventh light state, as in the sixth light state, there is no crossing of passable lanes.

In the eighth lighting state (hereinafter referred to as "eighth lighting state"), the traffic lights A1, A2 and A3 are red. Passable lane data 313 indicates that there are no passable lanes in the eighth light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the eighth light state.

Lighting state data 311 of lighting pattern data 310B shown in FIG. In the first light state, the traffic lights A1 and A2 are green and the traffic light A3 is red. Passable lane data 313 indicates that lanes L1, L2, L3, and L4 within the intersection are passable lanes in the first lighting state. Lane relationship data 314 indicates that there is a passable lane crossing between intra-intersection lanes L2 and L3 and between intra-intersection lanes L2 and L4 in the first light state.

In the second light state, the traffic lights A1 and A2 are yellow and the traffic light A3 is red. Passable lane data 313 indicates that lanes L1, L2, L3, and L4 within the intersection are passable lanes in the second light state as in the first light state. The lane relation data 314 indicates that, in the second lighting state, there is a crossing of passable lanes between lanes L2 and L3 in the intersection and between lanes L2 and L4 in the intersection in the same manner as in the first lighting state. showing.

In the third light state, the traffic lights A1, A2, A3 are red. Passable lane data 313 indicates that there are no passable lanes in the third light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the third light state.

In the fourth light state, traffic lights A1 and A2 are red and traffic light A3 is green. Passable lane data 313 indicates that lanes L5 and L6 within the intersection are passable lanes in the fourth lighting state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the fourth light state.

In the fifth light state, traffic lights A1 and A2 are red and traffic light A3 is yellow. Passable lane data 313 indicates that lanes L5 and L6 within the intersection are passable lanes in the fifth light state as in the fourth light state. Lane relation data 314 indicates that in the fifth light state, as in the fourth light state, there is no crossing of passable lanes.

In the sixth light state, the traffic lights A1, A2, A3 are red. Passable lane data 313 indicates that there are no passable lanes in the sixth light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the sixth light state.

Here, the lighting pattern data 310 in FIG. 7 exemplifies a case in which switching of the lighting state is performed by sensitive control. Specifically, the duration of the first lighting state is set to infinity in the duration 316 of the transition cycle data 312 . This indicates that the switching from the first lighting state to the second lighting state is not performed in accordance with the elapsed time, but is performed by sensing control. As a specific example of sensitive control, when a moving object heading from lane L31 to intersection C1 is detected, or when a certain period of time has elapsed since the detection, the first lighting state is switched to the second lighting state. mentioned.

The application period data 320 shown in FIG. 8 respectively define the periods during which the two types of lighting pattern data 310A and 310B are applied to the intersection C1. For example, the application period data 320 includes control method data 221 , cycle time data 222 , valid day of the week data 223 , valid start time data 224 and valid end time data 225 .

The control method data 221 indicates the control method of each of the lighting pattern data 310A and 310B. The control method data 221 indicates that the control method of the lighting pattern data 310A is the fixed cycle method, and that the control method of the lighting pattern data 310B is the sensing method.

The cycle time data 222 indicates the time per cycle of the lighting pattern data 310A, 310B. The time of the sensory lighting pattern data 310B is the time from when the first lighting state is switched to the second lighting state by the sensory control to when it returns to the first lighting state.

The valid day of the week data 223 defines the days of the week on which the lighting pattern data 310A and 310B are valid. The valid start time data 224 defines the start time of the time period during which the lighting pattern data 310A and 310B are valid. Valid end time data 225 defines the end time of the time period during which lighting pattern data 310A and 310B are valid.

In FIG. 8, the day of the week for which the lighting pattern data 310A is valid and the day of the week for which the lighting pattern data 310B is valid are the same, and the time period during which the lighting pattern data 310A is valid and the time during which the lighting pattern data 310B are valid are the same. Obi is different.

FIG. 9 is a schematic diagram illustrating another intersection. The intersection C2 shown in FIG. 9 is an intersection obtained by adding a left turn arrow light A3L to the traffic signal A3 of the intersection C1 shown in FIG.

FIG. 10 is a table illustrating one type of lighting pattern data 310C for intersection C2. For example, the lighting pattern data 310C also includes lighting state data 311, transition cycle data 312, passable lane data 313, and lane relation data 314, like the lighting pattern data 310A and 310B. The lighting state data 311 of the lighting pattern data 310C includes eight types of lighting states, and their execution order is determined by the order 315 of the transition cycle data 312. FIG.

In the first light state, the traffic lights A1 and A2 are green, the traffic light A3 is red, and the left turn arrow light A3L is OFF (extinguished). Passable lane data 313 indicates that lanes L1, L2, L3, and L4 within the intersection are passable lanes in the first lighting state. Lane relationship data 314 indicates that there is a passable lane crossing between intra-intersection lanes L2 and L3 and between intra-intersection lanes L2 and L4 in the first light state.

In the second light state, traffic light A1 is green, traffic light A2 is yellow, traffic light A3 is red, and left turn arrow light A3L is OFF. Passable lane data 313 indicates that lanes L1, L2, L3, and L4 within the intersection are passable lanes in the second light state as in the first light state. The lane relation data 314 indicates that, in the second lighting state, there is a crossing of passable lanes between lanes L2 and L3 in the intersection and between lanes L2 and L4 in the intersection in the same manner as in the first lighting state. showing.

In the third light state, traffic light A1 is green, traffic lights A2 and A3 are red, and left turn arrow light A3L is ON. Passable lane data 313 indicates that lanes L1, L2, and L5 within the intersection are passable lanes in the third light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the third light state.

In the fourth light state, traffic light A1 is yellow, traffic lights A2 and A3 are red, and left turn arrow light A3L is ON. Passable lane data 313 indicates that lanes L1, L2, and L5 within the intersection are passable lanes in the fourth light state as in the third light state. Lane relation data 314 indicates that in the fourth light state, as in the third light state, there is no crossing of passable lanes.

In the fifth light state, the traffic lights A1, A2, A3 are red and the left turn arrow light A3L is OFF. Passable lane data 313 indicates that there are no passable lanes in the fifth light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the fifth light state.

In the sixth light state, the traffic lights A1 and A2 are red, the traffic light A3 is green, and the left turn arrow light A3L is OFF. Passable lane data 313 indicates that lanes L5 and L6 within the intersection are passable lanes in the sixth light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the sixth light state.

In the seventh light state, traffic lights A1 and A2 are red, traffic light A3 is yellow, and left turn arrow light A3L is OFF. Passable lane data 313 indicates that lanes L5 and L6 within the intersection are passable lanes in the seventh light state as in the sixth light state. Lane relation data 314 indicates that in the seventh light state, as in the sixth light state, there is no crossing of passable lanes.

In the eighth light state, the traffic lights A1, A2, A3 are red and the left turn arrow light A3L is OFF. Passable lane data 313 indicates that there are no passable lanes in the eighth light state. Lane relationship data 314 indicates that there are no intersections between passable lanes in the eighth light state.

FIG. 11 is a schematic diagram illustrating yet another intersection. An intersection C3 shown in FIG. 11 is obtained by adding pedestrian crossings Z1, Z2 and Z3 and traffic lights A4, A5 and A6 to the intersection C1 shown in FIG.

A crosswalk Z1 is a sidewalk for crossing the road R1, a crosswalk Z2 is a sidewalk for crossing the road R2, and a crosswalk Z3 is a sidewalk for crossing the road R3. The traffic signal A4 is a traffic signal for pedestrians indicating whether or not to cross the pedestrian crossing Z1, the traffic signal A5 is a traffic signal for pedestrians indicating whether or not to cross the pedestrian crossing Z2, and the traffic signal A6 is for pedestrians indicating whether or not to cross the pedestrian crossing Z3. It is a traffic light for pedestrians. At the intersection C3, the traffic signal A1 is provided with a right turn arrow light A1R.

Intersection C3 corresponds to intra-intersection lanes PL1, PL2 and PL3 in addition to intra-intersection lanes L1, L2, L3, L4, L5 and L6. The intersection lane PL1 is a lane that crosses the road R1 along the crosswalk Z1, the intersection lane PL2 is a lane that crosses the road R2 along the crosswalk Z2, and the intersection lane PL2 is along the crosswalk Z3. This lane crosses the road R3.

FIG. 12 is a table illustrating one type of lighting pattern data 310D for intersection C3. For example, the lighting pattern data 310D also includes lighting state data 311, transition cycle data 312, passable lane data 313, and lane relation data 314, like the lighting pattern data 310A, 310B, and 310C. In the explanation of the lighting pattern data 310D, for the sake of simplification, the lighting state including the yellow-lit traffic light and the lighting state in which all lanes are impassable will be omitted. The actual lighting pattern data 310D also includes a lighting state including traffic lights lit in yellow and a lighting state in which all lanes are impassable. The lighting state data 311 of the lighting pattern data 310D includes three types of lighting states, and their execution order is determined by the order 315 of the transition cycle data 312. FIG.

In the first light state, traffic light A1 is green, right turn arrow light A1R is OFF, traffic light A2 is green, traffic lights A3, A4 and A5 are red, and traffic light A6 is green. Passable lane data 313 indicates that lanes L1, L2, L3, L4, and PL3 within the intersection are passable lanes in the first lighting state. The lane relation data 314 includes information about traffic conditions between the intersection lanes L2 and L3, the intersection lanes L2 and L4, the intersection lanes L2 and PL3, and the intersection lanes L4 and PL3 in the first lighting state. It indicates that there is a possible lane-to-lane intersection (see FIG. 13(a)).

In the second light state, traffic light A1 is red, right turn arrow light A1R is ON, and traffic lights A2, A3, A4, A5 and A6 are red. Passable lane data 313 indicates that the intra-intersection lane L2 is passable in the second light state. The lane relation data 314 indicates that there is no intersection between passable lanes in the second lighting state (see (b) of FIG. 13).

In the third light state, traffic light A1 is red, right turn arrow light A1R is OFF, traffic light A2 is red, traffic lights A3, A4 and A5 are green, and traffic light A6 is red. Passable lane data 313 indicates that lanes L5, L6, PL1, and PL2 within the intersection are passable lanes in the third light state. The lane relation data 314 indicates that there is an intersection between passable lanes between lanes L5 and PL1 in the intersection and between lanes L6 and PL2 in the intersection in the third light state ((c) in FIG. 13). reference).

FIG. 14 is a schematic diagram illustrating yet another intersection. At the intersection C4 shown in FIG. 14, a straight arrow light A1S is added to the traffic signal A1 of the intersection C3 shown in FIG. and an intersection with a right turn arrow light A3R.

FIG. 15 is a table illustrating one type of lighting pattern data 310E for intersection C4. For example, the lighting pattern data 310E also includes lighting state data 311, transition cycle data 312, passable lane data 313, and lane relation data 314, like the lighting pattern data 310A, 310B, 310C, and 310D. In the explanation of the lighting pattern data 310E as well, for the sake of simplification, the lighting state including the yellow-lit traffic light and the lighting state in which all lanes are impassable will be omitted. The actual lighting pattern data 310E also includes a lighting state including traffic lights lit in yellow and a lighting state in which all lanes are impassable. The lighting state data 311 of the lighting pattern data 310E includes three types of lighting states, and their execution order is determined by the order 315 of the transition cycle data 312. FIG.

In the first light state, the traffic lights A1, A2 and A3 are red, the straight arrow lights A1S and A2S are ON, the left turn arrow lights A2L and right turn arrow lights A1R and A3R are OFF, and the traffic lights A4 and A5 are red. , and traffic light A6 is green. Passable lane data 313 indicates that lanes L1, L3, and PL3 within the intersection are passable lanes in the first lighting state. The lane relation data 314 indicates that there is no crossing between passable lanes in the first lighting state (see FIG. 16(a)).

In the second light state, the traffic signals A1, A2 and A3 are red, the straight arrow lights A1S and A2S and the left turn arrow light A3L are OFF, the left turn arrow light A2L and the right turn arrow light A3R are ON, and the traffic light A4 is on. Green and traffic lights A5 and A6 are red. Passable lane data 313 indicates that lanes L4, L6, and PL1 within the intersection are passable lanes in the second light state. The lane relation data 314 indicates that there is no intersection between passable lanes in the second lighting state (see (b) of FIG. 16).

In the third light state, the traffic signals A1, A2, A3 are red, the straight arrow lights A1S, A2S and the left turn arrow light A2L are OFF, the right turn arrow light A1R and the left turn arrow light A3L are ON, and the traffic lights A4, A6 is red and traffic light A5 is green. Passable lane data 313 indicates that lanes L2, L5, and PL2 within the intersection are passable lanes in the third light state. The lane relation data 314 indicates that there is no intersection between passable lanes in the third light state (see (c) of FIG. 16).

Returning to FIG. 1, the vehicle 2 includes a user interface 21, a GPS receiver 22, an in-vehicle camera 23, a radar 24, an accelerator actuator 25, a brake actuator 26, a steering actuator 27, and a driving support device 100. have.

The user interface 21 includes an input section and a display section (not shown). The input unit is, for example, a keypad or the like, and acquires information input by the user. The display unit is, for example, a liquid crystal monitor or the like, and displays information to the user. Note that the input unit and the display unit may be integrated like a so-called touch panel.

The GPS receiver 22 receives satellite signals for GPS (Global Positioning System). The in-vehicle camera 23 acquires image information around the vehicle 2 . The radar 24 acquires information on objects around the vehicle 2 . The accelerator actuator 25 adjusts the opening degree of the accelerator of the vehicle 2 using, for example, an electric motor as a power source. The brake actuator 26 adjusts the operating state of the brakes of the vehicle 2 using, for example, an electric motor as a power source. The steering actuator 27 adjusts the steering angle of the vehicle 2 using, for example, an electric motor as a power source.

The driving support device 100 executes driving support for the vehicle 2 . The driving support includes at least a plurality of light pattern data 310 each including a plurality of types of transition cycle data 312 defining a transition cycle of the lighting state of a plurality of traffic lights at one intersection, and a plurality of light pattern data 310 at the intersection. By referring to a map database 211 holding a plurality of application period data 320 each defining an application period, and based on which of the plurality of application period data 320 the present corresponds to, a plurality of lighting pattern data 310 Based on determining which is the current light pattern data 310, the current lighting state of at least one of the plurality of traffic lights at the intersection, and the current light pattern data 310 at the intersection, the It includes estimating the timing at which the vehicle 2 can enter the intersection and executing driving assistance for the vehicle 2 based on the timing at which the vehicle 2 can enter.

For example, the driving support device 100 includes a destination information acquisition unit 111, a position information acquisition unit 112, a peripheral information acquisition unit 113, and a map information acquisition unit 114 as functional components (hereinafter referred to as “functional modules”). , a map data holding unit 115 , a route search unit 116 , a driving lane setting unit 117 , a lighting state determination unit 123 , a pattern determination unit 121 , a timing estimation unit 122 , and a travel control unit 118 .

The destination information acquisition unit 111 acquires information on the destination of the vehicle 2 based on the input to the user interface 21 . The position information acquisition unit 112 acquires current position information of the vehicle 2 from the GPS receiver 22 . The peripheral information acquisition unit 113 acquires information about the running state of moving bodies (for example, vehicles or people) around the vehicle 2 based on information from the vehicle-mounted camera 23 and the radar 24 . Information about the running state includes, for example, information on the current position and speed of the moving object.

The map information acquisition unit 114 acquires the map data 220 of the planned travel range of the vehicle 2 from the map database 211 . For example, the map information acquisition unit 114 acquires from the map database 211 map data 220 of a predetermined range including the current position of the vehicle 2 and the position of the destination. The map data holding unit 115 holds map data 220 acquired by the map information acquiring unit 114 . The route search unit 116 stores the logical network data 230 stored in the map data holding unit 115, the location information of the destination acquired by the destination information acquisition unit 111, and the current location acquired by the location information acquisition unit 112. Based on the information, the planned travel route of the vehicle 2 from the current position to the destination is derived. The travel lane setting unit 117 sets a lane for the vehicle 2 to travel along the planned travel route set by the route search unit 116 .

Based on the information from the vehicle-mounted camera 23, the lighting state determination unit 123 determines the lighting state of at least one traffic signal installed at the next intersection (the intersection where the vehicle 2 enters next). For example, when the vehicle 2 is traveling in lane L11 in FIG. 5, the lighting state determination unit 123 determines at least the lighting state of the traffic signal A1 at the intersection C1.

When the intersection data 300 of the next intersection includes a plurality of lighting pattern data 310, the pattern determining unit 121 selects a plurality of lighting patterns based on which of the periods defined by the applicable period data 320 the current period corresponds to. Determine which of the pattern data 310 is the current lighting pattern data 310 .

For example, when the vehicle 2 is traveling on lane L11 in FIG. 5 and the current time is 16:00, the pattern determining unit 121 determines that the current lighting pattern data 310A determined by the application period data 320 in FIG. It is determined that it corresponds to the period, and the lighting pattern data 310A is determined to be the current lighting pattern data.

The timing estimating unit 122 determines the timing at which the vehicle 2 can enter the next intersection based on the current lighting state of the traffic signal determined by the lighting state determining unit 123 and the current lighting pattern data determined by the pattern determining unit 121. to estimate For example, the timing estimating unit 122 determines the start timing of the lighting state in which the planned entry lane, which the vehicle 2 is scheduled to enter, becomes passable among the plurality of lanes corresponding to the next intersection, with the current lighting state and the current lighting state. are predicted based on the transition cycle data 312 and passable lane data 313 of the lighting pattern data 310 .

The timing estimating unit 122 may further estimate the end timing of the lighting state at which the planned approach lane becomes passable, thereby estimating the period during which the planned approach lane is passable as the approachable timing. The timing estimating unit 122 detects a change in the lighting state of the traffic signal by repeatedly acquiring the determination result of the current lighting state of the traffic signal from the lighting state determining unit 123, and calculates the timing of the change and the current lighting pattern. You may predict the approach possible timing based on data.

When the vehicle 2 is scheduled to enter the intersection lane L1 in FIG. 5 and the current light pattern data is the light pattern data 310A in FIG. 6, the timing estimator 122 detects at least a change in the traffic signal A1. For example, when detecting that the traffic signal A1 has changed from green to yellow, the timing estimation unit 122 recognizes that the fourth lighting state has started based on the lighting pattern data 310A. Furthermore, the timing estimating unit 122 sums the duration 316 of the fourth lighting state, the fifth lighting state, the sixth lighting state, the seventh lighting state, and the eighth lighting state to determine the possible timing to enter the intersection lane L1. (ie, the start timing of the first lighting state) is estimated to be 68 seconds later.

Even if the vehicle 2 is scheduled to enter the intersection lane L2 in FIG. 5 and the current light pattern data is the light pattern data 310A in FIG. . For example, when detecting that the traffic signal A1 has changed from green to yellow, the timing estimation unit 122 recognizes that the fourth lighting state has started based on the lighting pattern data 310A. Furthermore, the timing estimating unit 122 sums the duration 316 of the fourth lighting state, the fifth lighting state, the sixth lighting state, the seventh lighting state, and the eighth lighting state to determine the possible timing to enter the intersection lane L2. (ie, the start timing of the first lighting state) is estimated to be 68 seconds later.

In the first lighting state of the light pattern data 310A, the intersection lane L2 intersects with the intersection lanes L3 and L4. may not pass through. Therefore, the timing estimation unit 122 sums the duration 316 of the fourth lighting state, the fifth lighting state, the sixth lighting state, the seventh lighting state, the eighth lighting state, the first lighting state, and the second lighting state. , it may be estimated that the timing at which the vehicle can enter the intersection lane L2 (that is, the timing at which the third light state starts) is 251 seconds later.

The travel control unit 118 (driving support unit) detects a collision with a surrounding vehicle based on the current position information acquired by the position information acquisition unit 112 and the information on the running state of the surrounding vehicle acquired by the surrounding information acquisition unit 113. The accelerator actuator 25, the brake actuator 26, and the steering actuator 27 are controlled so that the vehicle 2 travels along the lane set by the travel lane setting unit 117 while avoiding .

In addition, the travel control unit 118 executes driving assistance for the vehicle 2 based on the estimation result of the possible approach timing by the timing estimation unit 122 . For example, the travel control unit 118 sets a target speed pattern of the vehicle 2 based on the estimation result of the entry possible timing by the timing estimation unit 122, and the accelerator actuator 118 causes the vehicle 2 to travel at a speed according to the target speed pattern. 25, controls the brake actuator 26 and the steering actuator 27;

For example, when the timing estimating unit 122 estimates the timing at which it is possible to enter the next intersection, the travel control unit 118 sets the condition that the vehicle 2 is allowed to enter the lane to enter the intersection at the timing. A target speed pattern for the vehicle 2 until it passes through the scheduled lane is set. At this time, the travel control unit 118 may set the target speed pattern so that the acceleration/deceleration of the vehicle 2 until it passes through the planned entry lane is minimized.

The traveling control unit 118 controls the traveling speed of the vehicle 2 so as to slow down the traveling speed in the intended entry lane that does not intersect the other passable lanes compared to the traveling speed in the intended entry lane that does not intersect the other passable lanes. A target speed pattern may be set. For example, the travel control unit 118 changes the travel speed in the in-intersection lane L3 that intersects the in-intersection lane L2 in the first lighting state of the light pattern data 310A in FIG. Set the target speed pattern to be slow compared to

The travel control unit 118 determines a target speed pattern of the vehicle 2 until it passes through the intended entry lane that intersects with the other lane, based on the travel state of other mobile objects (for example, vehicles or people) in other passable lanes. You can change it. For example, the traveling control unit 118, when setting the target speed pattern until passing through the intersection lane L3 in the first lighting state of the lighting pattern data 310A of FIG. Change the target speed pattern to avoid.

The driving support device 100 described above is configured by one or more computers. For example, the driving assistance device 100 has a circuit 190 shown in FIG. Circuitry 190 includes one or more processors 191 , memory 192 , storage 193 , communication ports 194 and input/output ports 195 . The storage 193 has a computer-readable recording medium such as a hard disk.

The storage 193 stores a plurality of lighting pattern data 310 each including a plurality of types of transition cycle data 312 defining transition cycles of lighting states of a plurality of traffic lights at one intersection, and a plurality of lighting pattern data 310 applied to the intersection. A plurality of application period data 320 each defining a period, and a plurality of lighting pattern data 310 are acquired from the map database 211 based on which of the periods defined by the application period data 320 corresponds to the current period. is the current lighting pattern data 310.

For example, the storage 193 includes a storage area for programs for configuring each functional module described above and a storage area allocated to the map data holding section 115 described above. The recording medium may be a removable medium such as a non-volatile semiconductor memory, a magnetic disk and an optical disk. The memory 192 temporarily stores the program loaded from the storage 193 and the calculation result by the processor 191 . The processor 191 cooperates with the memory 192 to execute the above programs, thereby configuring each of the above functional modules. The communication port 194 is connected to the network line NW by a wireless communication method, and performs data communication with the server 200 via the network line NW according to commands from the processor 191 . The input/output port 195 inputs/outputs electric signals to/from the user interface 21, the GPS receiver 22, the vehicle-mounted camera 23, the radar 24, the accelerator actuator 25, the brake actuator 26, and the steering actuator 27 according to commands from the processor 191. I do.

The server 200 is composed of one or more computers. For example, server 200 has circuit 290 shown in FIG. Circuitry 290 includes one or more processors 291 , memory 292 , storage 293 and communication port 294 . The storage 293 has a computer-readable recording medium such as a hard disk. The storage 293 includes a storage area for programs for configuring each functional module described above and a storage area allocated to the map database 211 described above. The recording medium may be a removable medium such as a non-volatile semiconductor memory, a magnetic disk and an optical disk. The memory 292 temporarily stores the program loaded from the storage 293 and the calculation result by the processor 291 . The processor 291 cooperates with the memory 292 to execute the program, thereby configuring each functional module described above. The communication port 294 is connected to the network line NW by a wired or wireless communication method, and performs data communication with the communication port 194 of the driving support device 100 via the network line NW according to commands from the processor 291. .

[Driving support procedure]
Next, as an example of a driving assistance method, a driving assistance procedure executed by the driving assistance device 100 when the vehicle 2 passes through an intersection will be illustrated. In this procedure, a plurality of lighting pattern data 310 each including a plurality of types of transition cycle data 312 defining a transition cycle of the lighting state of a plurality of traffic lights at one intersection, and a plurality of lighting pattern data 310 are applied to the intersection. A map database 211 holding a plurality of application period data 320 each defining a period is referred to, and based on which of the plurality of application period data 320 the present corresponds to, which of the plurality of lighting pattern data 310 is present based on the light pattern data 310 of the intersection, the current lighting state of at least one of the plurality of traffic lights at the intersection, and the current light pattern data 310 of the intersection. It includes estimating the timing at which the vehicle 2 can enter, and executing driving assistance for the vehicle 2 based on the timing at which the vehicle 2 can enter.

FIG. 18 is a flowchart showing a driving assistance procedure executed by the driving assistance device 100 until the vehicle 2 scheduled to enter the intersection leaves the intersection. As shown in FIG. 18, the driving assistance device 100 executes steps S01, S02, S03, S04 and S05. In step S<b>01 , travel lane setting unit 117 sets a lane for vehicle 2 to travel along the planned travel route set by route search unit 116 . As a result, the planned approach lane for the next intersection is also set. In step S<b>02 , the pattern determining unit 121 determines which of the periods defined by the applicable period data 320 the current period corresponds to. In step S03, the pattern determination unit 121 determines that the lighting pattern data 310 corresponding to the period determined to be currently applicable in step S02 is the current lighting pattern data 310. FIG. In step S04, the timing estimating unit 122 acquires from the lighting state determining unit 123 the determination result of the lighting state of at least one traffic signal installed at the next intersection (hereinafter referred to as "monitored traffic signal"). In step S05, the timing estimator 122 confirms whether or not there has been a change in the lighting state of the monitored signal.

If there is no change in the lighting state of the monitored traffic signal in step S05, the driving support device 100 returns the process to step S04. Thereafter, determination of the lighting state of the monitored signal is repeated until a change occurs in the lighting state of the monitored signal.

If there is a change in the lighting state of the monitored signal in step S05, the driving support device 100 executes steps S06 and S07. In step S06, the timing estimating section 122 detects a change in the lighting condition of the monitored traffic signal, and estimates the timing at which the vehicle can enter the next intersection based on the timing of the change and the current lighting pattern data. In step S07, the traveling control unit 118 checks whether or not there is an intersection between the planned entry lane of the next intersection and another passable lane. In step S07, if the planned entry lane of the next intersection does not intersect with other passable lanes, the driving support device 100 executes step S08. In step S08, the travel control unit 118 sets the travel speed in the planned entry lane to a preset first speed.

In step S07, if there is an intersection between the planned entry lane of the next intersection and another passable lane, the driving support device 100 executes step S09. In step S09, the travel control unit 118 sets the travel speed in the lane to be entered to a preset second speed. The second speed is slower than the first speed.

After executing step S08 or step S09, the driving support device 100 executes step S11. In step S11, the travel control unit 118 sets the target speed pattern of the vehicle 2 until it passes through the planned entry lane of the next intersection. For example, the travel control unit 118 sets the target speed pattern of the vehicle 2 until it passes through the planned entry lane under the condition that the vehicle 2 is caused to enter the intended entry lane of the intersection at the entry possible timing estimated in step S06. set. At this time, the travel control unit 118 sets the target speed pattern so that the travel speed in the planned entry lane is the first speed set in step S08 or the second speed set in step S09. The travel control unit 118 may set the target speed pattern so that the acceleration/deceleration of the vehicle 2 until it passes through the planned entry lane is minimized.

Next, the driving support device 100 executes steps S12 and S13. In step S<b>12 , the travel control unit 118 acquires information about the travel state of surrounding moving bodies from the peripheral information acquisition unit 113 . As a result, information regarding the running state of other moving bodies in other passable lanes that intersect with the planned approach lane of the intersection is also acquired. In step S13, based on the information acquired in step S12, the travel control unit 118 confirms whether or not the vehicle 2 can collide with another moving object when traveling in the planned entry lane.

When it is determined in step S13 that the vehicle 2 may collide with another moving body, the driving support device 100 executes step S14. In step S14, the travel control unit 118 changes the target speed pattern so as to avoid a collision between the vehicle 2 and another moving object.

Next, the driving support device 100 executes step S15. If it is determined in step S13 that the vehicle 2 cannot collide with another moving object, the driving support device 100 executes step S15 without executing step S14. In step S15, the travel control unit 118 checks whether the vehicle 2 has passed through the intersection.

If the vehicle 2 has not passed through the intersection in step S15, the driving support device 100 returns the process to step S12. After that, the adjustment of the target speed pattern is repeated so as to avoid collisions with other moving bodies until the vehicle passes through an intersection. If the vehicle 2 has passed through the intersection in step S15, the driving assistance device 100 completes the process. This completes the driving support procedure.

[Effect of this embodiment]
As described above, the driving support device 100 includes a plurality of lighting pattern data 310 each including a plurality of types of transition cycle data 312 that define the transition cycles of the lighting states of a plurality of traffic lights at one intersection, and a plurality of lighting patterns. Referring to the map database 211 holding application period data 320 that respectively determine the periods in which the pattern data 310 is applied to intersections, and based on which of the periods defined by the application period data 320 the current corresponds to, A pattern determination unit 121 that determines which of the plurality of light pattern data 310 is the current light pattern data 310; a timing estimating unit 122 for estimating the timing at which the vehicle 2 can enter the intersection based on the light pattern data 310; .

According to this driving support device 100, even when the transition cycle of a plurality of traffic lights changes depending on the day of the week, time period, etc., the timing at which the vehicle 2 can enter the intersection can be appropriately determined in accordance with the change in the transition cycle. It is possible to make predictions and execute driving assistance based on the estimation results. Therefore, it is effective for realization of driving support in accordance with the timing at which the vehicle 2 can enter the intersection.

The map database 211 further holds lane network data 240 that indicates the traffic route of a moving object on the road network by a network of multiple lanes, and the light pattern data 310 indicates the trafficable lanes among the multiple lanes corresponding to intersections. The timing estimating unit 122 further includes passable lane data 313 for each lighting state, and the timing estimating unit 122 determines the lighting state in which the planned entry lane into which the vehicle 2 is scheduled to enter is passable among the plurality of lanes located in the intersection. The start timing may be estimated based on the current lighting conditions and the transition cycle data 312 and passable lane data 313 of the current lighting pattern data 310 .

When the structure of the intersection becomes complicated, it becomes difficult to determine which lighting state the vehicle should wait for in order to enter the intended lane, and it may also become difficult to predict the timing at which the vehicle can enter the intersection. In contrast, according to the above configuration, in the light pattern data 310, passable lanes in the intersection are determined in advance for each light state. Therefore, even if the structure of the intersection is complicated, it is possible to easily predict the timing at which the vehicle can enter the intersection. Therefore, it is more effective for realization of driving assistance in accordance with the timing at which the vehicle 2 can enter the intersection.

The lighting pattern data 310 further includes lane relation data 314 indicating whether or not the plurality of passable lanes intersect with each other in a lighting state in which a plurality of passable lanes occur at an intersection. A target for a vehicle to cross an intended entry lane to reduce its travel speed in an intended entry lane that intersects another passable lane compared to the travel speed in an intended entry lane that does not intersect the passable lane. A speed pattern may be set. In this case, compared to the traveling speed in the planned entry lane that does not intersect with other passable lanes, it is effective to realize detailed driving support by slowing down the traveling speed in the intended entry lane that intersects with other passable lanes. be.

The travel control unit 118 may change the target speed pattern of the vehicle until it passes through the intended entry lane that intersects with the other lane, based on the travel state of the other mobile body in the other passable lane. In this case, it is effective to realize finer driving support by changing the traveling speed in the intended entry lane that intersects with other passable lanes based on the traveling state of other mobile bodies in the other passable lanes. be.

Although the embodiments have been described above, the present invention is not necessarily limited to the above-described forms, and various modifications are possible without departing from the gist of the present invention.

The driving support device 100 does not necessarily have to control the accelerator actuator 25 , the brake actuator 26 , the steering actuator 27 and the like to automatically drive the vehicle 2 . For example, instead of controlling the accelerator actuator 25 , the brake actuator 26 and the steering actuator 27 , the travel control unit 118 may notify the driver of the timing at which the vehicle can enter the next intersection through the user interface 21 .

Aspects described in all or part of the above embodiments provide a driving assistance device effective for realizing appropriate driving assistance related to lane changes, improve processing speed, improve processing accuracy, improve usability, improve data Appropriate data, programs, records such as improvement of functions using Provision of media, devices and/or systems, reduction of production/manufacturing costs of data, programs, devices or systems, simplification of production/manufacturing, shortening of production/manufacturing time, etc. Data, programs, recording media, devices and / Or solve any one of the problems of optimization of system production / manufacturing.

2 Vehicle 100 Driving support device 118 Driving control unit (driving support unit) 121 Pattern determining unit 122 Timing estimating unit 211 Map database (database) 240 Lane network data 310 Lighting Pattern data 312: Transition cycle data 313: Passable lane data 314: Lane-related data 320: Application period data.

Claims (2)

A plurality of lighting pattern data including a plurality of types of transition cycle data defining transition cycles of lighting states of a plurality of traffic lights at one intersection, and application periods each defining a period during which the plurality of lighting pattern data are applied to the intersection. data, and determining which of the plurality of lighting pattern data is the current lighting pattern data based on which of the periods defined by the applicable period data the current period corresponds to. a pattern determination unit to determine;
a timing estimating unit for estimating the timing at which a vehicle can enter the intersection based on the current lighting state of at least one of the plurality of traffic signals at the intersection and the current lighting pattern data at the intersection; ,
a driving support unit that executes driving support for the vehicle based on the approachable timing;
with
The lighting pattern data is
A plurality of imaginary lanes in the intersection set at the intersection, each of the plurality of lanes in the intersection set to connect a lane entering the intersection and a lane exiting the intersection. , passable lane data indicating passable lanes for each lighting state;
Lane relationship data indicating whether or not the plurality of passable lanes intersect with each other, with respect to the lighting state in which the plurality of passable lanes occur at the intersection;
further comprising
The timing estimating unit determines the start timing of the lighting state in which the planned entry lane into which the vehicle is scheduled to enter, among the plurality of intra-intersection lanes set at the intersection, becomes the passable lane. estimating based on the state and the transition cycle data and the passable lane data of the current light pattern data;
Based on the lane-related data of the current lighting pattern data, the driving support unit compares the traveling speed in the planned approach lane that does not cross the other passable lanes so as to cross the other passable lanes. a driving support device for setting a target speed pattern of the vehicle until it passes through the planned entry lane so as to slow down the traveling speed in the planned entry lane . the computer,
A plurality of lighting pattern data including a plurality of types of transition cycle data defining transition cycles of lighting states of a plurality of traffic lights at one intersection, and application periods each defining a period during which the plurality of lighting pattern data are applied to the intersection. data, and which of the plurality of lighting pattern data is the current lighting pattern data based on which of the periods defined by the applicable period data the current period corresponds to. a pattern determination unit that determines whether
A timing estimating unit for estimating a timing at which a vehicle can enter the intersection based on the current lighting state of at least one of the plurality of traffic signals at the intersection and the current lighting pattern data at the intersection;
A driving support unit that executes driving support for the vehicle based on the approachable timing;
function as
The lighting pattern data is
A plurality of imaginary lanes in the intersection set at the intersection, each of the plurality of lanes in the intersection set to connect a lane entering the intersection and a lane exiting the intersection. , passable lane data indicating passable lanes for each lighting state;
Lane relationship data indicating whether or not the plurality of passable lanes intersect with each other, with respect to the lighting state in which the plurality of passable lanes occur at the intersection;
further comprising
The timing estimating unit determines the start timing of the lighting state in which the planned entry lane into which the vehicle is scheduled to enter, among the plurality of intra-intersection lanes set at the intersection, becomes the passable lane. estimating based on the state and the transition cycle data and the passable lane data of the current light pattern data;
Based on the lane-related data of the current lighting pattern data, the driving support unit compares the traveling speed in the planned approach lane that does not cross the other passable lanes so as to cross the other passable lanes. a program for setting a target speed pattern of the vehicle until it passes through the planned entry lane so as to slow down the traveling speed in the planned entry lane .

Images