WO2012017512A1 - Appareil de traitement d'informations et base de données pour automobile - Google Patents

Appareil de traitement d'informations et base de données pour automobile Download PDF

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Publication number
WO2012017512A1
WO2012017512A1 PCT/JP2010/063028 JP2010063028W WO2012017512A1 WO 2012017512 A1 WO2012017512 A1 WO 2012017512A1 JP 2010063028 W JP2010063028 W JP 2010063028W WO 2012017512 A1 WO2012017512 A1 WO 2012017512A1
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WO
WIPO (PCT)
Prior art keywords
road
vehicle
intersection
information processing
driver
Prior art date
Application number
PCT/JP2010/063028
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English (en)
Japanese (ja)
Inventor
友希 山田
洋 大沼
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トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/063028 priority Critical patent/WO2012017512A1/fr
Publication of WO2012017512A1 publication Critical patent/WO2012017512A1/fr

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18154—Approaching an intersection
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the present invention relates to a vehicle information processing device and a database, and more particularly to a vehicle information processing device and a database that handle information related to past operations of a vehicle driver.
  • Patent Document 1 proposes a device that informs the driver of a location that needs to be temporarily stopped, such as a non-priority road at an intersection without a signal.
  • the vehicle speed detected by the vehicle speed sensor and the vehicle position information detected by the GPS sensor are recorded in the travel information storage device.
  • the intersection status determination unit of the controller detects a non-priority road at an intersection without a signal based on the vehicle speed and vehicle position information recorded in the travel information storage device.
  • the present invention has been made in consideration of such circumstances, and an object thereof is to provide a vehicle information processing apparatus and database capable of estimating the type of intersection with higher accuracy.
  • the present invention provides an information processing unit that estimates whether a road at an intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on a record of past deceleration operations of a vehicle driver. It is the information processing apparatus for vehicles provided.
  • the information processing unit determines whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on a record of past deceleration operations of the vehicle driver. Estimate the type of intersection. Therefore, it is possible to estimate the type of intersection with higher accuracy while reflecting the actual behavior of the driver during deceleration operation.
  • the information processing unit determines whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on the tendency of the driver's deceleration operation and the vehicle speed of the vehicle. It can be estimated.
  • the information processing unit is a road whose traffic is managed by a traffic light based on the tendency of the driver's deceleration operation and the vehicle speed of the vehicle to determine whether the road at the intersection is a road that is required to be temporarily stopped. Estimate if there is.
  • the tendency of the driver's deceleration operation and the vehicle speed vary greatly depending on the type of intersection. For this reason, it is possible to estimate the type of the intersection with higher accuracy by estimating the type of the intersection based on the tendency of the driver's deceleration operation and the vehicle speed of the vehicle.
  • the information processing unit determines whether the road at the intersection is a road that is required to be temporarily stopped based on the position of the vehicle at the end of the deceleration operation of the driver and the speed of the vehicle, and traffic is managed by a traffic light. Can be estimated.
  • the information processing unit manages traffic by a traffic light to determine whether the road at the intersection is a road that is required to be temporarily stopped based on the position of the vehicle at the end of the deceleration operation of the driver and the vehicle speed. It is estimated whether it is a road to be done.
  • the position of the vehicle at the end of the driver's deceleration operation and the vehicle speed of the vehicle vary greatly depending on the type of intersection. For this reason, it is possible to estimate the type of the intersection with higher accuracy by estimating the type of the intersection based on the vehicle position at the end of the deceleration operation of the driver and the vehicle speed of the vehicle.
  • the information processing unit is a road on which the road at the intersection is requested to be temporarily stopped based on the variation in the position of the vehicle at the end of the deceleration operation of the driver and the variation in the vehicle speed at the end of the deceleration operation of the driver. It can be estimated whether the road is managed by a traffic light.
  • the information processing unit is required to temporarily stop the road at the intersection based on the variation in the vehicle position at the end of the driver's deceleration operation and the variation in the vehicle speed at the end of the driver's deceleration operation. It is estimated whether it is a road or a road whose traffic is managed by a traffic light.
  • the variation in vehicle position at the end of the driver's deceleration operation and the variation in vehicle speed at the end of the driver's deceleration operation are closely related to the type of intersection.
  • the road at the intersection is a road that is required to pause, regardless of the presence of the preceding vehicle, it is requested to pause at the same point, so the variation in the position of the vehicle at the end of the driver's deceleration operation, The variation in vehicle speed at the end of the driver's deceleration operation is small.
  • the road at the intersection is a road that is managed by a traffic light
  • the position of the vehicle at the end of the driver's deceleration operation and the completion of the driver's deceleration operation depend on the presence of the vehicle ahead and the type of signal on the traffic light. Variations in vehicle speed over time are significant.
  • the information processing unit can estimate whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on the driver's steering operation.
  • the information processing unit estimates whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on the steering operation of the driver. If the road at the intersection is a road whose traffic is managed by a traffic light, there is a strong tendency to perform a lane change or an operation to avoid the preceding vehicle. Therefore, based on the driver's steering operation, the type of intersection can be estimated with higher accuracy by estimating whether the road at the intersection is a road that is required to be temporarily stopped or a road managed by a traffic light. It becomes possible to do.
  • the information processing unit may determine whether the road at the intersection is a road that is required to be temporarily stopped based on either the acceleration of the vehicle after the driver's deceleration operation or the time of acceleration. Can be estimated.
  • the information processing unit manages traffic based on whether the road at the intersection is requested to be temporarily stopped based on the acceleration or acceleration time of the vehicle after the deceleration operation of the driver is completed. Estimate whether it is a road. The acceleration of the vehicle after the driver's deceleration operation is completed varies greatly depending on the type of intersection.
  • the vehicle is required to pause at the same point regardless of the presence of the preceding vehicle, so the acceleration of the vehicle is small and the acceleration time is delayed.
  • the road at the intersection is a road whose traffic is managed by a traffic light
  • the preceding vehicle starts, the subsequent vehicle can start as well, so the acceleration of the vehicle becomes large, and the timing of acceleration Will be faster. Therefore, based on the acceleration of the vehicle after the driver's deceleration operation is completed, it is estimated whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light. Can be estimated with higher accuracy.
  • the information processing unit determines whether another lane at the same intersection is based on an estimation result of whether one lane at the same intersection is a lane that is required to be temporarily stopped or a traffic lane managed by a traffic light. It is possible to estimate whether the vehicle is a lane that requires a temporary stop or a traffic lane that is managed by a traffic light.
  • the information processing unit is configured to determine whether one lane at the same intersection is a lane that is required to be temporarily stopped or a lane that is managed by a traffic light based on an estimation result. It is estimated whether the other lane in the vehicle is a lane that is required to be temporarily stopped or a traffic lane that is managed by a traffic light. If one lane at the same intersection is a lane that is required to be temporarily stopped or a lane that is managed by a traffic light, it may be possible to estimate other lanes. Therefore, based on the estimation result of whether one lane at the same intersection is a lane that is required to be temporarily stopped or a lane that is managed by a traffic light, other lanes at the same intersection request a temporary stop. By estimating whether the traffic lane is a traffic lane or a traffic lane managed by a traffic light, the amount of data that needs to be learned for estimation can be reduced.
  • the information processing unit estimates whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on the deceleration of the vehicle when the driver decelerates. And can.
  • the information processing unit determines whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on the deceleration of the vehicle when the driver decelerates. Is estimated.
  • the vehicle deceleration during the driver's deceleration operation varies greatly depending on the type of intersection. For example, if the road at the intersection is a road whose traffic is managed by a traffic light, when there is no preceding vehicle, the driver tends to decelerate with a small deceleration early due to a red light. On the other hand, when there is a vehicle ahead, the driver tends to slow down with a large deceleration lately.
  • the type of intersection is estimated by estimating whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light. Can be estimated with higher accuracy.
  • the present invention is a database that stores the vehicle position at the end of the deceleration operation of the driver of the vehicle in association with the vehicle speed of the vehicle at the end of the deceleration operation of the driver.
  • the database stores the vehicle position at the end of the deceleration operation of the driver of the vehicle in association with the vehicle speed at the end of the deceleration operation of the driver. For this reason, by using the database at an information processing center or the like, various analyzes based on the behavior of the driver during deceleration operation such as the type of intersection can be performed.
  • the vehicle information processing apparatus is configured as a driving support apparatus 10 mounted on a vehicle.
  • the driving support device 10 for an area where information is not stored in the map database of the navigation system, is the intersection road a road that needs to be temporarily stopped or a road whose traffic is managed by a traffic light?
  • the driving support device 10 of this embodiment includes a GPS 21, an in-vehicle camera 22, a millimeter wave radar 23, a communication device 24, a vehicle speed sensor 25, a display 26, an ACC switch 27, a PCS switch 28, an ECU 30, a DB 40, a car navigation system 51, a brake.
  • An actuator 52, an accelerator actuator 53, and a speaker 54 are provided.
  • the GPS (Global Positioning System) 21 is for positioning the host vehicle by receiving a signal from GPS hygiene.
  • the in-vehicle camera 22 is a camera that captures an image around the host vehicle in order to detect a situation around the host vehicle.
  • the millimeter wave radar 23 is for detecting a situation around the host vehicle by detecting a reflected millimeter wave radiated around the host vehicle.
  • the communication device 24 is for communicating with facilities such as other vehicles and an information processing center.
  • the vehicle speed sensor 25 is a sensor that detects the vehicle speed of the host vehicle by detecting the rotational speed of the wheels of the host vehicle.
  • the display 26 displays information regarding the type of intersection that the host vehicle is about to enter to the driver of the host vehicle.
  • the ACC (Adaptive Cruse Control) switch 27 is a switch for operating the ACC system that monitors the distance to the vehicle ahead by the millimeter wave radar 23, controls the accelerator amount and the brake amount, and controls the vehicle speed and the inter-vehicle distance. It is.
  • the PCS (Pre-Crash Safety) switch 28 is a switch for operating a PCS system that avoids collision with obstacles around the host vehicle and reduces damage at the time of collision.
  • the ECU (Electronic Control Unit) 30 is for controlling the entire driving support device 10 as will be described later.
  • the ECU 30 is configured mainly by a CPU, for example, and includes a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like.
  • the DB (Data Base) 40 stores information such as the position and speed of the driver of the host vehicle learned by the driving support device 10 in association with map data.
  • the car navigation system 51 provides route guidance to the driver of the host vehicle using the positioning information of the GPS 21.
  • the brake actuator 52 and the accelerator actuator 53 Based on a command signal from the ECU 30, the brake actuator 52 and the accelerator actuator 53 apply a reaction force to the brake pedal and the accelerator pedal so that the driver of the host vehicle appropriately operates the accelerator pedal and the brake pedal. To induce.
  • the brake actuator 52 and the accelerator actuator 53 adjust the brake amount and the accelerator amount so that the host vehicle appropriately accelerates and decelerates. Further, the brake actuator 52 and the accelerator actuator 53 detect the brake depression amount and the accelerator depression amount, and send a detection value to the ECU 30.
  • the speaker 54 informs the driver of the own vehicle with information about the deceleration operation for applying the engine brake at an appropriate timing.
  • the ECU 30 of the driving support apparatus 10 uses the brake actuator 52, the accelerator actuator 53, or a shift position sensor mounted on the transmission, so that the driver steps on the brake pedal, releases the accelerator pedal, or transmits the transmission. It is determined whether or not deceleration behavior such as lowering the shift position is started (S11).
  • the ECU 30 detects a behavior such as when the driver releases the brake pedal, depresses the accelerator pedal, or raises the shift position of the transmission by using the brake actuator 52, the accelerator actuator 53, or a shift position sensor mounted on the transmission. Thus, it is determined whether or not the deceleration behavior has ended, and it is determined whether or not a certain time has passed since the deceleration behavior ended (S12).
  • a behavior such as when the driver releases the brake pedal, depresses the accelerator pedal, or raises the shift position of the transmission by using the brake actuator 52, the accelerator actuator 53, or a shift position sensor mounted on the transmission.
  • the ECU 30 determines the position of the host vehicle at the end of deceleration, the vehicle speed at the end of deceleration, the operation position of the steering wheel during deceleration, the stop time, etc. Representative feature values are recorded in the DB 40 (S13). In S12, the ECU 30 may determine whether or not the host vehicle has traveled a certain distance from the end of the deceleration behavior.
  • the type of the intersection is specified based on the tendency specific to each deceleration action. For example, as shown in FIG. 3, when the road at the intersection is a road that is requested to be stopped by the stop sign ST, the position and vehicle speed of the host vehicle at the end of deceleration are to some extent regardless of the presence of the preceding vehicle. There is a tendency to converge. That is, when the road at the intersection is a road that is required to be temporarily stopped, variations in the position of the host vehicle and the vehicle speed at the end of deceleration are small.
  • the type of intersection is specified as follows.
  • the ECU 30 of the driving assistance apparatus 10 refers to the DB 40 and determines whether or not learning of deceleration behavior exceeds a certain number of data within a certain area where an unspecified number of vehicles decelerate. (S21). When the learning data exceeds a certain number (S21), the ECU 30 determines whether or not there is a portion where the variation in the deceleration end position is a certain value or less in the learning data (S22).
  • the ECU 30 causes the variation in the vehicle speed at the end of deceleration to be less than or equal to a certain value at that location. It is determined whether or not the vehicle speed at the end of deceleration satisfies a certain value or less (S23).
  • the ECU 30 determines that the variation in the deceleration end position is less than or equal to a certain value in the learning data (S22), the variation in the vehicle speed at the end of deceleration is less than the certain value, and the vehicle speed at the end of all these decelerations is A portion that is equal to or less than a certain value is determined (S23), and the road at the intersection is determined to be a temporary stop intersection candidate that is requested to be stopped (S24).
  • the constant area in S21 may be within a certain range from the intersection.
  • the ECU 30 of the driving assistance apparatus 10 refers to the DB 40 and determines whether or not the deceleration behavior is learned beyond a certain number of data within a certain area where an unspecified number of vehicles decelerate. Is determined (S31). If the learning data exceeds a certain number (S31), the ECU 30 determines whether or not there is a portion in the learning data where the rate at which the vehicle speed at the end of deceleration is 0 is greater than or equal to the threshold (S32).
  • the ECU 30 uses traffic lights to manage road traffic at intersections where the rate at which the vehicle speed at the end of deceleration is zero in the learning data is greater than or equal to the threshold and the vehicle speed variation at the end of deceleration exceeds a certain value. Is determined to be a signalized intersection candidate (S34).
  • the process which judges by the length of a stop time etc. may be added to said process. For example, the ECU 30 may determine as a signalized intersection candidate if the rate at which the vehicle stops for a certain time or more is greater than or equal to a threshold value.
  • the ECU 30 of the driving assistance device 10 requests the road at the intersection to pause based on the variation in the vehicle position at the end of the driver's deceleration operation and the variation in the vehicle speed at the end of the driver's deceleration operation.
  • the road is a road that is controlled by a traffic light or a traffic light.
  • the variation in vehicle position at the end of the driver's deceleration operation and the variation in vehicle speed at the end of the driver's deceleration operation are closely related to the type of intersection.
  • the road at the intersection is a road that is required to pause, regardless of the presence of the preceding vehicle, it is requested to pause at the same point, so the variation in the position of the vehicle at the end of the driver's deceleration operation, The variation in vehicle speed at the end of the driver's deceleration operation is small.
  • the road at the intersection is a road that is managed by a traffic light
  • the position of the vehicle at the end of the driver's deceleration operation and the completion of the driver's deceleration operation depend on the presence of the vehicle ahead and the type of signal on the traffic light. Variations in vehicle speed over time are significant.
  • a signalized intersection candidate at which the preceding vehicle stops well is determined by the steering operation of the driver.
  • the ECU 30 of the driving assistance apparatus 10 refers to the DB 40 and determines whether or not the deceleration behavior is learned beyond a certain number of data within a certain area where an unspecified number of vehicles decelerate. (S41).
  • the ECU 30 determines whether or not there is a portion in the learning data where the rate at which the vehicle speed at the end of deceleration is less than a certain value is greater than or equal to a threshold value (S42). .
  • the ECU 30 determines whether the variation in vehicle speed at the end of deceleration at that location is greater than or equal to a certain value (S43). If there is a certain variation in vehicle speed at the end of deceleration at the location (S43), the ECU 30 determines whether or not a steering operation has been performed by the driver near the deceleration position (S44). That is, the ECU 30 determines whether or not there has been an action to avoid a lane change or a preceding vehicle.
  • the ECU 30 determines that the rate at which the vehicle speed at the end of deceleration is less than a certain value is greater than or equal to a threshold value (S42), the vehicle speed variation at the end of deceleration at that location is greater than a certain value (S43), and the driver near the deceleration position.
  • S42 a threshold value
  • S43 vehicle speed variation at the end of deceleration at that location is greater than a certain value
  • S45 signalized intersection candidate where the preceding vehicle stops well
  • the ECU 30 determines by adding conditions such as learning data having a long distance from the deceleration start position to the deceleration ending position, learning data having little or no learning data having a long time from the deceleration start to the deceleration termination, and a large deceleration. You may do it. This is because in the case of the deceleration action for the red signal, the vehicle starts decelerating early, but when the vehicle ahead decelerates, it tends to start decelerating immediately before the intersection.
  • the ECU 30 of the driving assistance apparatus 10 estimates whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light based on the steering operation of the driver. To do. If the road at the intersection is a road whose traffic is managed by a traffic light, there is a strong tendency to perform a lane change or an operation to avoid the preceding vehicle. Therefore, based on the driver's steering operation, the type of intersection can be estimated with higher accuracy by estimating whether the road at the intersection is a road that is required to be temporarily stopped or a road managed by a traffic light. It becomes possible to do.
  • the ECU 30 is a road whose traffic is managed by a traffic light based on the deceleration of the vehicle at the time of the driver's deceleration operation or whether the road at the intersection is requested to be temporarily stopped.
  • the vehicle deceleration during the driver's deceleration operation varies greatly depending on the type of intersection. For example, if the road at the intersection is a road whose traffic is managed by a traffic light, when there is no preceding vehicle, the driver tends to decelerate with a small deceleration early due to a red light. On the other hand, when there is a vehicle ahead, the driver tends to slow down with a large deceleration lately.
  • the type of intersection is estimated by estimating whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light. Can be estimated with higher accuracy.
  • the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light, using only one travel data without using learning data.
  • the host vehicle VM needs to be temporarily stopped.
  • the type of intersection is estimated based on such a difference in behavior.
  • the ECU 30 of the driving assistance device 10 determines whether or not the forward vehicle VF exists and the inter-vehicle distance is less than the predetermined threshold D1 by the in-vehicle camera 22 and the millimeter wave radar 23 (S51). .
  • the ECU 30 determines whether the front vehicle VF is accelerated and the inter-vehicle distance exceeds a predetermined threshold D2 (S52).
  • the ECU 30 sets a timer and measures an elapsed time t from when the inter-vehicle distance exceeds the predetermined threshold D2 (S53). ). The ECU 30 determines whether or not the host vehicle VM starts accelerating by the accelerator actuator 53 and the accelerator pedal stroke exceeds a predetermined threshold (S54).
  • the ECU 30 determines whether or not an elapsed time t from when the inter-vehicle distance exceeds a predetermined threshold D2 exceeds a predetermined threshold (S55). .
  • the ECU 30 determines that the intersection has the temporary stop sign ST (S56).
  • the ECU 30 determines that the traffic intersection is managed by the traffic light SG (S57).
  • the type of intersection can be determined using the following determination criteria. These may be used alone or in combination.
  • the ECU 30 may determine that it is a signalized intersection when the stop time of the vehicle speed 0 is a certain time or more. Further, the ECU 30 may determine that it is a signalized intersection when the difference in acceleration timing between the preceding vehicle VF and the host vehicle VM is small. Further, the ECU 30 may determine that it is a signalized intersection when the acceleration of the host vehicle VM after deceleration is strong, for example, when the accelerator pedal stroke is a certain value or more. Further, the ECU 30 may determine that there is a railroad crossing on the road on which the host vehicle VM travels when the vibration sensor mounted on the host vehicle VM detects two or more vibrations after deceleration. .
  • the ECU 30 of the driving support device 10 manages traffic using a traffic light to determine whether the road at the intersection is a road that is required to be temporarily stopped based on the acceleration or acceleration time of the vehicle after the driver's deceleration operation is completed. It is estimated whether it is a road to be done.
  • the acceleration of the vehicle after the driver's deceleration operation is completed varies greatly depending on the type of intersection.
  • the acceleration of the host vehicle VM is small and the acceleration time is delayed because the stop is requested at the same point regardless of the presence or absence of the preceding vehicle VF.
  • the road at the intersection is a road whose traffic is managed by the traffic light SG
  • the preceding vehicle VF starts, the following vehicle can start in the same manner, so that the acceleration of the vehicle becomes large, and the acceleration The time of will be early. Therefore, based on the acceleration of the vehicle after the driver's deceleration operation is completed, it is estimated whether the road at the intersection is a road that is required to be temporarily stopped or a road whose traffic is managed by a traffic light. Can be estimated with higher accuracy.
  • the ECU 30 of the driving assistance device 10 can change the number of data (learning frequency) according to the degree of variation in the deceleration end position and the vehicle speed. For example, when the magnitude of variation in the deceleration end position and the vehicle speed is considerably smaller than other positions, the ECU 30 suppresses the number of data to be acquired because the possibility of a temporary stop intersection is high. Further, the ECU 30 can change the number of data depending on the length of the stop time.
  • the ECU 30 can reduce the number of data because there is a high possibility of a signalized intersection when the stop time is a certain time or more. Further, the ECU 30 can change the number of data depending on the strength of acceleration after completion of deceleration. For example, when the acceleration is low, the possibility of a temporary stop intersection is high, and thus the ECU 30 can suppress the number of data.
  • the host vehicle equipped with the driving support apparatus 10 of the first to third embodiments passes through the intersection several times in the direction D1.
  • the ECU 30 of the driving assistance device 10 determines that the lane in the direction D1 is a lane whose traffic is managed by the traffic light SG.
  • the ECU 30 of the driving assistance device 10 determines that the traffic lane in the direction D3 that is the opposite lane in the direction D1 is a traffic lane managed by the traffic light SG, suppresses the learning frequency, and acquires the number of data items. Suppress.
  • the host vehicle equipped with the driving support device 10 passes through the intersection several times in the direction D2.
  • the ECU 30 of the driving support device 10 is a lane in which the lane in the direction D2 is requested to be stopped by the stop sign ST. Is determined.
  • the ECU 30 of the driving assistance apparatus 10 determines that the lane in the direction D4 that is the opposite lane in the direction D2 is a lane that is requested to be stopped by the stop sign ST, and acquires the learning frequency while suppressing the learning frequency. Reduce the number of data.
  • the ECU 30 of the driving assistance device 10 is based on an estimation result of whether one lane at the same intersection is a lane that is required to be temporarily stopped or a lane that is managed by the traffic light SG. Thus, it is estimated whether another lane at the same intersection is a lane that is required to be temporarily stopped or a lane that is managed by the traffic light SG. If one lane at the same intersection is a lane that is required to be temporarily stopped or a lane that is managed by the traffic light SG, it may be possible to estimate other lanes.
  • the vehicle information processing apparatus of the present invention is configured as an information processing center 100.
  • the information processing center 100 necessary data is received from a plurality of vehicles by the communication device 24, and the ECU 30 performs the same information processing as the in-vehicle driving support device 10 of the first to fourth embodiments, and the result is stored in the DB 40.
  • the communication device 24 transmits information stored in the DB 40 to a plurality of vehicles.
  • the DB 40 stores the vehicle position at the end of the deceleration operation of the driver of the vehicle in association with the vehicle speed at the end of the deceleration operation of the driver. Therefore, by using the DB 40 in the information processing center 100, various analyzes based on the behavior of the driver during the deceleration operation can be performed.
  • Driving support device 21 GPS 22 On-vehicle camera 23 Millimeter wave radar 24 Communication device 25 Vehicle speed sensor 26 Display 27 ACC switch 28 PCS switch 30 ECU 40 DB 51 Car Navigation System 52 Brake Actuator 53 Accelerator Actuator 54 Speaker 100 Information Processing Center

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

Un ECU 30 d'un appareil d'assistance de conduite (10) selon la présente invention, sur la base des fluctuations de position et de vitesse du véhicule à la fin d'une opération de décélération par le conducteur, estime si la route à une intersection est une route qui requiert un arrêt temporaire ou une route dont le trafic est régulé par des feux tricolores. Si la route à une intersection est une route qui requiert un arrêt temporaire, puisqu'un arrêt est requis au même endroit indépendamment de la présence ou de l'absence d'un véhicule en vue, les fluctuations de position et de vitesse du véhicule à la fin d'une opération de décélération par le conducteur sont faibles. Si la route à une intersection est une route dont le trafic est régulé par des feux tricolores, les fluctuations de position et de vitesse du véhicule à la fin d'une opération de décélération par le conducteur sont importantes, en fonction de la présence ou de l'absence d'un véhicule en vue ou du type de feu tricolore. Ainsi, en estimant le type d'intersection sur la base des fluctuations de position et de vitesse du véhicule à la fin d'une opération de décélération par le conducteur il est possible d'estimer le type d'intersection avec une plus grande précision.
PCT/JP2010/063028 2010-08-02 2010-08-02 Appareil de traitement d'informations et base de données pour automobile WO2012017512A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104066638A (zh) * 2012-12-03 2014-09-24 康蒂特米克微电子有限公司 用于辅助车辆的探测交通信号灯的交通信号灯阶段辅助装置的方法
JP2014219829A (ja) * 2013-05-08 2014-11-20 株式会社日立ソリューションズ 並行道路判定装置
US8943000B2 (en) * 2012-01-20 2015-01-27 Cisco Technology, Inc. Connectivity system for multi-tenant access networks
CN110171414A (zh) * 2018-02-20 2019-08-27 现代自动车株式会社 车辆及其控制方法

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JP2005174314A (ja) * 2003-11-21 2005-06-30 Nissan Motor Co Ltd 道路情報作成・配信装置、車載装置、道路情報作成・配信システム
JP2005174282A (ja) * 2003-11-21 2005-06-30 Nissan Motor Co Ltd 交差点状況検出装置および交差点状況検出方法
JP2008217249A (ja) * 2007-03-01 2008-09-18 Nissan Motor Co Ltd 交差点通過支援装置および交差点通過支援方法

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JP2005174314A (ja) * 2003-11-21 2005-06-30 Nissan Motor Co Ltd 道路情報作成・配信装置、車載装置、道路情報作成・配信システム
JP2005174282A (ja) * 2003-11-21 2005-06-30 Nissan Motor Co Ltd 交差点状況検出装置および交差点状況検出方法
JP2008217249A (ja) * 2007-03-01 2008-09-18 Nissan Motor Co Ltd 交差点通過支援装置および交差点通過支援方法

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8943000B2 (en) * 2012-01-20 2015-01-27 Cisco Technology, Inc. Connectivity system for multi-tenant access networks
CN104066638A (zh) * 2012-12-03 2014-09-24 康蒂特米克微电子有限公司 用于辅助车辆的探测交通信号灯的交通信号灯阶段辅助装置的方法
CN104066638B (zh) * 2012-12-03 2018-06-19 康蒂特米克微电子有限公司 用于辅助车辆的探测交通信号灯的交通信号灯阶段辅助装置的方法
JP2014219829A (ja) * 2013-05-08 2014-11-20 株式会社日立ソリューションズ 並行道路判定装置
CN110171414A (zh) * 2018-02-20 2019-08-27 现代自动车株式会社 车辆及其控制方法

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