WO2013171784A1

WO2013171784A1 - Driver assistance apparatus

Info

Publication number: WO2013171784A1
Application number: PCT/JP2012/003137
Authority: WO
Inventors: 永菅原; 茂樹森田; 前田　崇; 雅彦伊川; 雄治五十嵐
Original assignee: 三菱電機株式会社
Priority date: 2012-05-14
Filing date: 2012-05-14
Publication date: 2013-11-21
Also published as: JPWO2013171784A1; DE112012006364T5; DE112012006364B4; JP5591426B2

Abstract

On the basis of position information acquired by a position information acquisition unit (110), map information created by a map information creation unit (120), signal information and road alignment information received by a road-to-vehicle communication unit (130) or a vehicle-to-vehicle communication unit (140), and setting value information read from a setting value storage unit (150), road geometry of a path of movement and a travel situation of a mobile body (1) predicted for an intersection for a traffic light (4) are determined, a recommended speed of the mobile body (1) corresponding to the road geometry of the path of movement and the travel situation predicted for the intersection for the traffic light (4) are calculated, and the calculated recommended speed is provided to a driver as driver assistance information.

Description

Driving assistance device

The present invention relates to a driving support device that supports driving of a moving body such as a vehicle that passes or stops at an intersection with a traffic light.

In recent years, interest in global environmental issues has increased, and improvement in energy efficiency has been demanded. As one of countermeasures, there has been proposed a signal linkage system that supports an optimal traffic method for a vehicle heading for an intersection with a traffic light based on signal information acquired by road-to-vehicle communication (for example, a patent) Reference 1). In this system, since unnecessary acceleration / deceleration of the vehicle is prevented when passing through the intersection, the fuel efficiency of the vehicle can be improved.

In the above-described system, it is possible to expect expansion of the communication area where external information can be acquired by transferring external information acquired by road-to-vehicle communication to other vehicles. However, there is congestion in the communication network for vehicle-to-vehicle communication. May occur. Therefore, in the inter-vehicle communication system described in Patent Document 2, external information is transferred by inter-vehicle communication only when the relative distance between the transmission source vehicle and the reception destination vehicle is within a certain range. As a result, communication traffic is reduced.

JP 2002-373396 A JP 2008-176370 A

The conventional technique represented by Patent Document 1 has a problem in that it cannot perform appropriate driving support according to the actual traveling state of the vehicle because the road shape of the traveling road is not taken into consideration.
That is, in the past, the distance from the host vehicle to the intersection, the light color information of the signal, and the information on the preceding vehicle are acquired to support the traffic method of the intersection, but the road shape (curve, gradient, etc.) of the traveling road toward the intersection Is not taken into account, and appropriate acceleration / deceleration cannot be instructed.
In addition, the system of Patent Document 2 may transfer external information to a vehicle traveling on an adjacent road, and the external information may not be transmitted only to an appropriate destination.

The present invention has been made to solve the above-described problems, and provides a driving support device that can perform driving support of a moving body according to an actual movement situation in consideration of the road shape of the moving road. The purpose is to obtain. It is another object of the present invention to provide a driving support apparatus that can transfer information used for driving support only to an appropriate receiver.

A driving support device according to the present invention is mounted on a mobile body, and provides driving support information for supporting driving of the mobile body. In the driving support device, a positional information acquisition unit that acquires positional information of the mobile body, and positional information A map information creation unit that creates map information related to the moving path of the moving object based on the position information acquired by the acquiring unit and the map information read from the map database, and a roadside device that exists on the moving path of the moving object The first communication unit that receives the signal information of the traffic signal present on the moving route and the road alignment information of the moving route and the driving support device mounted on the other moving member, A second communication unit that transmits and receives traffic signal signal information and road alignment information on the travel route, and setting value information that is used to create driving support information. Value storage unit, position information acquired by position information acquisition unit, map information generated by map information generation unit, signal information and road alignment information received by first or second communication unit, and set value storage Based on the set value information read out from the unit, the movement state of the moving body that is expected at the intersection of the road shape of the movement route and the traffic signal is judged, and is predicted at the intersection of the road shape of the movement route and the traffic signal An information provision determination unit that calculates a recommended speed of a moving body according to a moving situation, and an information provision unit that provides the driver with the recommended speed calculated by the information provision determination unit as driving support information. .

According to the present invention, there is an effect that it is possible to perform driving support of a moving body in accordance with an actual movement situation in consideration of the road shape of the moving road.

It is a block diagram which shows the structure of the driving assistance apparatus which concerns on Embodiment 1 of this invention. It is a figure which shows an example of map information. It is a figure which shows the list of the information types of the information based on ADASIS. It is a figure which shows the detailed content of POSITION of FIG. It is a figure which shows the detailed content of SEGMENT of FIG. It is a figure which shows the detailed content of STUB of FIG. It is a figure which shows the detailed content of PROFILE SHORT of FIG. It is a figure which shows the detailed content of PROFILE LONG of FIG. It is a figure which shows the detailed content of META of FIG. It is a figure which shows the outline | summary of the driving assistance system using the driving assistance apparatus which concerns on Embodiment 1. FIG. It is a block diagram which shows the structure of the information provision judgment part of FIG. It is a figure which shows the recommended speed for every point classification. It is a figure which shows the outline | summary of the process by the driving assistance application process part of FIG. 4 is a flowchart illustrating an operation when road-to-vehicle communication data is received by the driving support device according to the first embodiment. 4 is a flowchart illustrating an operation when receiving vehicle-to-vehicle communication data by the driving support device according to the first embodiment. FIG. 3 is a state transition diagram illustrating states that can be taken by the driving assistance device according to the first embodiment. It is a block diagram which shows the structure of the driving assistance device which concerns on Embodiment 2 of this invention. It is a block diagram which shows the structure of the information provision judgment part of FIG.

Hereinafter, in order to describe the present invention in more detail, modes for carrying out the present invention will be described with reference to the accompanying drawings.
Embodiment 1 FIG.
FIG. 1 is a block diagram showing the configuration of the driving support apparatus according to Embodiment 1 of the present invention. A driving support device 100 shown in FIG. 1 is a device that is fixedly installed on a moving body or is carried by an occupant to be mounted and supports driving by a driver. Here, the moving body refers to a vehicle that is moved by driving by a human being represented by a vehicle such as an automobile, a bicycle, or a motorcycle.
In addition, the driving support device 100 may be incorporated in or installed in an existing device such as a portable device such as a mobile phone carried by a human, a navigation device mounted in a vehicle, or a cycle computer mounted in a bicycle. May be used.
If a GPS (Global Positioning System) receiver IC is incorporated in the above device, it can be used in the position information acquisition unit 110 described later, so that the driving support device 100 can be incorporated relatively inexpensively. It is.
For example, if the position information acquisition unit 110 is configured to obtain position information from the position detection means of the navigation device, the driving support device 100 can be easily incorporated into the navigation device.

The driving support device 100 includes a position information acquisition unit 110, a map information creation unit 120, a road-to-vehicle communication unit 130, a vehicle-to-vehicle communication unit 140, a set value storage unit 150, an information provision determination unit 160, and an HMI output unit as its functional configuration. 170.
The position information acquisition unit 110 acquires position information of the moving body. For example, it may be preferable to use a GPS that can receive a signal from an artificial satellite orbiting the earth and recognize three-dimensional position information. If GPS is used, not only position information but also time information output by a satellite can be acquired. Further, the traveling direction and speed can be calculated from the change in position over time. The azimuth information and the speed information may be acquired by default from the position information acquisition unit 110 or may be calculated by the map information creation unit 120.

The map information creation unit 120 creates, stores, and provides map information related to the moving route of the moving body on which the driving support device 100 is mounted. For example, based on ADASIS (ADASIS = Advanced Driver Assistance Systems Interface Specifications: Advanced Driver Assistance System Interface Specification), map-based vehicle position and vehicle speed information are created and output.

Here, ADASIS promotes the development and application of a predictive map-based driving support system that supports access to predictive road data at the ADASIS Forum held regularly by members representing the automobile industry. It is a standard established to do this. Information conforming to this standard is output as the distance (offset) and latitude / longitude of the road shape (curves, intersections, and gradients) and the location of each point (including the position of the vehicle) related to the road on which the vehicle is scheduled to travel. Is done. Further, not only the vehicle speed and direction information of the own vehicle, but also road information such as a regulation speed (limit speed) and a road type are output together.

Specifically, as shown in FIG. 2, in the information based on ADASIS, static information (road information, road shape information, gradient information) and dynamic information (for example, road information on which the vehicle is scheduled to travel) Signal information) is provided as list information sorted by offset with the base point on the road as 0. The road on which the host vehicle is scheduled to run is called MPP (Most Probable Path) and is different between route guidance and route guidance. In other words, the former indicates a road on the route, and the latter selects a road with a high priority or a large number of lanes.
In FIG. 2, in order to make it easy to visually recognize the map information compliant with ADASIS, the upper diagram is a top view of the travel route, and the lower diagram is a side view of the travel route. Information based on ADASIS can be acquired on a uniform offset basis or by information type.

Hereinafter, an example of information that is used to create map information by the driving support device 100 according to the present invention out of information that conforms to ADASIS will be shown.
FIG. 3 is a diagram showing a list of information types of information used for determination of driving assistance among information compliant with ADASIS. In the example shown in FIG. 3, information used for driving support determination is described for each message name indicating information types such as POSITION, SEGMENT, STUB, PROFILE SHORT, PROFILE LONG, and META-DATA. The detailed contents of each information of the message name shown in FIG. 3 are shown in FIGS. In addition, since the information based on ADASIS can also acquire the information on the traveling direction as described above, the information on the traveling direction can be acquired as POSITION data in an expanded manner, for example.

The road-to-vehicle communication unit 130 is a first communication unit that acquires road-to-vehicle communication information from road devices existing on the moving route, and communicates with infrastructure devices via optical beacons and DSRC (Dedicated Short Range Communication). Get location information, signal information, and more. Here, the roadside machine using an optical beacon performs two-way communication and vehicle sensing with an in-vehicle device of a traveling vehicle using an optical beacon that applies near-infrared technology with very high directivity, Provide highly accurate traffic information.
In addition, in roadside equipment using DSRC, it is constant within a communication area using DSRC, which is a one-way or two-way wireless communication technology using a 5.8 GHz band ISM band designed specifically for vehicle communication. Provides traffic information that is updated sequentially at a period of.

The vehicle-to-vehicle communication unit 140 is a second communication unit that acquires vehicle-to-vehicle communication information transmitted from an in-vehicle device mounted on another mobile body, and the in-vehicle communication unit 140 communicates with the in-vehicle device mounted on the other mobile body. Information transmitted or transferred from the device can be obtained. Here, vehicle-to-vehicle communication refers to a 700 MHz band or 5.8 GHz band wireless communication technology designed specifically for vehicle communication.

As a communication system for inter-vehicle communication, for example, a communication system using a wireless ad hoc network is appropriate. In ad-hoc communication, in-vehicle devices mounted on each mobile body autonomously perform routing so that communication can be performed without a fixed network. In addition, since these in-vehicle devices serve as routers, it is possible to transfer information by multi-hop communication.

For ad hoc communication, it is assumed that WAVE (Wireless Access in Vehicle Environments) developed for vehicle-to-vehicle communication based on the wireless LAN standard “IEEE802.11p” is used. By using this standard, application to communication between in-vehicle devices mounted on a moving body that moves at high speed can be expected.
Since WAVE is similar in protocol to other wireless LAN standards, it can be used by switching to existing wireless LAN standards such as WiFi.

The set value storage unit 150 is a storage unit that stores various set value information used for determination of driving support by the information provision determination unit 160 described later. In addition, even if the moving body in which the driving support device 100 according to the present invention is mounted is changed, it is possible to flexibly cope with the setting value information read from the setting value storage unit 150.

Based on the information used for the determination of the driving assistance acquired from the map information creation unit 120, the road-to-vehicle communication unit 130, and the vehicle-to-vehicle communication unit 140, the information provision determination unit 160 In the section, a recommended moving speed (hereinafter referred to as a recommended speed) is calculated for driving that improves the energy efficiency of the moving body (for example, improved fuel efficiency), and this recommended speed is used as a driving support judgment result as an HMI. Output to the output unit 170.

The HMI output unit 170 is an information providing unit that provides an HMI (Human Machine Interface) related to the recommended speed calculated by the information provision determining unit 160 as an HMI using sound and images. For example, the recommended speed and the deceleration start timing of the vehicle are notified by image or sound.

FIG. 10 is a diagram for explaining the outline of the driving support system using the driving support device according to the present invention. The driving support system shown in FIG. 10 includes moving

bodies

1, 2, 3, a traffic light 4, an information relay / determination device 5, and a roadside device 6. The information relay / determination device 5 is connected to the traffic light 4 and manages the light color information of the traffic light 4 and information indicating the road shape of the intersection where the traffic light 4 is installed. Further, the roadside device 6 is connected to the information relay / determination device 5 and transmits the above-described information to the

mobiles

1, 2, 3 passing through the communication area.

The

mobile bodies

1, 2, and 3 are each a mobile body on which the driving support device according to the present invention is mounted, and the device mounted on the mobile body 1 is the driving support device 100 and the mobile body 2 is the driving support The device 200 and a device mounted on the moving body 3 are referred to as a driving support device 300. In FIG. 10, automobiles are assumed as the moving

bodies

1, 2, and 3.

The traffic light 4 performs normal signal control for switching display of red, blue, and yellow of the signal, and outputs signal information to the information relay / determination device 5. The signal information includes, for example, signal display information, signal cycle information, signal split information, and signal offset information.
The signal display information is lamp color information of the current signal. The signal cycle information is information indicating the time required for one round of change from “red, blue, yellow”. The signal split information is information indicating the distribution of the signal time allocated to each indication of the traffic light 4. The signal offset information is information indicating the offset time of the green signal set so that the time when the green signal between adjacent intersections starts is shifted so that the vehicle can smoothly pass through each intersection without stopping at the signal.

The control method of the traffic light 4 has a plurality of control methods depending on the traffic flow, the distance to the adjacent traffic light 4, and the like.
The adaptive control system is a control system that performs optimal control according to traffic flow based on centralized control at a traffic control center or information detected by sensors installed near an intersection. The fixed control method is a control method in which the signal cycle time described above is fixed.
In the signal information, when the parameter indicating which control method is used or the signal cycle time is changed, the change data is also distributed.

The information relay / determination device 5 is a device that aggregates and edits information transmitted from information sources and notifies the roadside device 6 of the information. Examples of the information source include an image sensor and a DSSS (Driving Safety Support System) subordinate device.
Note that the image sensor detects the presence, position, speed, and the like of the vehicle in the detection area by processing an image from a camera installed on the road.
The DSSS subordinate apparatus performs management of road alignment information, regulation information, and operation commands (operation permission, operation stop), operation state monitoring, and roadside device state monitoring.

The road alignment information includes the latitude / longitude of the intersection center, the number of connection routes at the intersection, the connection angle of each connection route, and stop line information as intersection information.
Here, the signal information acquired from the traffic signal 4 and the registration information from the DSSS subordinate device are notified to the roadside device 6.

The roadside device 6 is a roadside wireless communication device that transmits data transmitted from the information relay / determination device 5 to a driving support device that is an in-vehicle device. Moreover, when communicating with a vehicle-mounted apparatus, the role (position rating) which notifies the exact own vehicle position is also taken. Specifically, when the moving body travels in the vicinity of and immediately below the installation position of the roadside machine 6, bidirectional information is communicated with the driving support device mounted on the moving body, so that signal information and road alignment are transmitted to the moving body. Information etc. are transmitted. For example, an existing optical beacon roadside machine, DSRC roadside machine, ETC (registered trademark) gate, or the like is assumed.

FIG. 11 is a block diagram illustrating a configuration of the information provision determination unit of FIG. As shown in FIG. 11, the information provision determination unit 160 includes, as its functional configuration, a road-to-vehicle data analysis unit 161, a vehicle-to-vehicle data analysis unit 162, a determination data management unit 163, a driving support application processing unit 164, and vehicle-to-vehicle data creation. Part 165.
The road-to-vehicle data analysis unit 161 analyzes and converts the road-to-vehicle communication data acquired by the road-to-vehicle communication unit 130. The road-to-vehicle data analysis unit 161 analyzes the road-to-vehicle communication data and extracts data used for determination of driving assistance. The judgment data management unit 163 converts the data into a format easy to handle.

The vehicle-to-vehicle data analysis unit 162 is an analysis unit that analyzes and converts the vehicle-to-vehicle communication data acquired by the vehicle-to-vehicle communication unit 140. The vehicle-to-vehicle data analysis unit 162 analyzes the vehicle-to-vehicle communication data and extracts data that is used to determine driving assistance. The judgment data management unit 163 converts the data into a format easy to handle.
Note that the data used for determination of driving assistance includes signal information, signal controller position information, and road alignment information (such as signal stop line information).

The judgment data management unit 163 manages the map information created by the map information creation unit 120 and the data after analysis / conversion input from the road-to-vehicle data analysis unit 161 or the vehicle-to-vehicle data analysis unit 162, and The converted data is processed into data that can be easily acquired and handled by the driving support application processing unit 164 and provided to the driving support application processing unit 164.
For example, when signal information (signal display information, signal cycle information, signal split information, and signal offset information) is included in road-to-vehicle communication data or vehicle-to-vehicle communication data, the determination data management unit 163 displays the signal lamp. The blue signal start time until the color changes to blue and the blue duration for which blue continues are obtained for two cycles (the latest cycle and the next cycle), and the data is in a format that the driving support application processing unit 164 can easily obtain and handle. Processed and provided.

In addition, the determination data management unit 163 manages the signal information in an always updated state in consideration of the elapsed time after acquiring the signal information.
In addition, when the current signal color is blue, the elapsed time from the point when it changed to the blue signal is provided as a negative value as the blue signal start time, and the elapsed time from the blue signal split time is provided as the blue duration. Provide the time remaining after subtraction.
In the case of signal information related to adaptive control in which the lamp color cycle of the signal is adaptively changed, variation parameters such as signal cycle information can also be acquired, so information reflecting the information is provided.

Further, the determination data management unit 163 processes (manages) the analysis data into a format similar to the map information acquired from the map information creation unit 120 as a format that can be easily acquired and handled by the driving support application processing unit 164. And provide.
For example, when the latitude / longitude about the intersection center is included in the analysis data of the signal information acquired from the road-to-vehicle data analysis unit 161 or the vehicle-to-vehicle data analysis unit 162, the latitude / longitude about the intersection center and the map information creation unit 120 If the latitude and longitude of the intersection included in the map information match within a predetermined error range, it is determined as signal information related to the intersection on the travel route, and the signal information of the analysis data is linked as signal information at the offset of the intersection. wear.
Further, if the position of the signal stop line is stored in advance in the set value storage unit 150, the stop position can also be acquired on the basis of the offset on the travel route.

In addition, by including signal information, stop line information, etc. in the map information (ADAS information) created by the map information creation unit 120, the judgment data management unit 163 collects the signal information, stop line information, etc. as map information. You may make it obtainable.
For example, in the ADASIS standard specification, signal information, stop line information, and the like are not included, but it is possible to embed information in the Reserved 1 and Reserved 2 which are spare columns in the PROFILE LONG shown in FIG. In this case, the determination data management unit 163 can collectively acquire map information including signal information and stop line information from the map information creation unit 120.

The driving support application processing unit 164 recommends driving based on the information provided from the judgment data management unit 163 to improve the energy efficiency of the moving body at each point on the road where the moving body is expected to move. The recommended speed is calculated and output to the HMI output unit 170.
For example, when the driving support application processing unit 164 acquires the map information shown in FIG. 2, based on the road shape information of the travel route included in the map information, recommended speeds at curve points, stop line points, and intersection points Is calculated. An example of calculating the recommended speed at the curve point is shown below.

Since the road shape information includes information indicating the curvature radius r of the curve as the information on the curve point, the driving support application processing unit 164 determines that the lateral acceleration α is equal to or less than a predetermined value based on this information (for example, 0 (1G or less) is calculated using the following formula (1).
The allowable coefficient of lateral acceleration is a set value stored in advance in the set value storage unit 150.
V ² / r = α (1)

Here, when the calculated recommended speed V is lower than the speed limit at the offset of the curve point, the driving support application processing unit 164 lists the offset on the travel route and the recommended speed as the recommended speed point in a sorted state by the offset. Remember as.
It should be noted that recommended speeds corresponding to other road shapes are stored in the set value storage unit 150 in advance. For example, as shown in FIG. 12, when the point type indicating the road shape is temporarily stopped, right / left turn, or non-priority road, the recommended speed when traveling to or passing through each point corresponding to these point types is set. It is determined in advance and stored in the set value storage unit 150 as a set value.

Next, the driving support application processing unit 164 corrects the moving body to smoothly accelerate and decelerate between the points based on the recommended speed at each point on the travel route. An example of this correction process will be described with reference to FIG. Note that the acceleration and deceleration of the moving body are stored in advance as set values in the set value storage unit 150, and the recommended speed between the points is calculated using the set values. Here, the acceleration is an acceleration α _a0 that is a so-called “soft” accelerator, and the deceleration is a deceleration α _{d0 at} which fuel cut is performed by engine braking when the accelerator is off.

As shown in FIG. 13, the driving support application processing unit 164 supports driving so that the host vehicle decelerates from the timing when the vehicle approaches a curve point and the acceleration becomes less useful. The fuel cut is executed. As a result, the fuel cut area can be expanded, and the consumption of fuel required for traveling until the vehicle reaches the traffic light can be reduced. That is, the fuel consumption can be further improved.

Note that the recommended speed at a point where acceleration / deceleration is impossible is corrected so that the host vehicle can travel with the acceleration and deceleration read from the set value storage unit 150.
In addition, when the distance between the points is far away, as shown in FIG. 13, the recommended speed of each section is calculated so that the acceleration is the constant speed pattern during acceleration and the constant speed is the deceleration pattern when decelerating. To do.

When gradient information indicating the gradient of the acceleration start point and the deceleration start point is obtained, the acceleration and deceleration read from the set value storage unit 150 are corrected using the gradient.
For example, when the gradient Δβ (%) is set, the ascending gradient is a positive value, and the descending gradient is a negative value, the acceleration α _a and the deceleration α _d can be calculated from the following equation (2).

The vehicle-to-vehicle data creation unit 165 is connected to a driving support device mounted on another mobile body based on road-to-vehicle communication data or vehicle-to-vehicle communication data analyzed by the road-to-vehicle data analysis unit 161 or the vehicle-to-vehicle data analysis unit 162. It is a creation unit that creates vehicle-to-vehicle communication data to be transmitted or transferred. The inter-vehicle communication data includes, for example, data in which the input road-to-vehicle communication data or inter-vehicle communication data is transferred as it is, or data that is reconstructed and transmitted based on data input from the judgment data management unit 163. is there.

Next, the operation will be described.
FIG. 14 is a flowchart showing an operation at the time of road-to-vehicle communication data reception by the driving support apparatus according to the first embodiment, and along this FIG. 14, the roadside on which the moving body 1 shown in FIG. 10 exists on the traffic route The operation of the driving support apparatus 100 when traveling directly below the machine 6 will be described.
When the mobile body 1 travels directly under the roadside machine 6, the road-to-vehicle communication unit 130 of the driving support device 100 performs road-to-vehicle communication with the roadside machine 6 and receives road-to-vehicle communication data (step ST1).

The road-vehicle communication data received by the road-vehicle communication unit 130 is output to the information provision determination unit 160. The road-to-vehicle data analysis unit 161 of the information provision determination unit 160 analyzes and converts the road-to-vehicle communication data and outputs the data to the determination data management unit 163. The judgment data management unit 163 stores the data input from the road-to-vehicle data analysis unit 161.

Next, whether the judgment data management unit 163 has already received vehicle-to-vehicle communication data related to the travel route of the mobile body 1 (the road on which the mobile body 1 is scheduled to travel), and is the driving support apparatus 100 implementing driving support? It is determined whether or not (step ST2).
That is, if the vehicle-to-vehicle communication data has already been received and driving support is being implemented, the vehicle-to-vehicle communication data after analysis is stored in the determination data management unit 163, so the presence or absence of the data is confirmed. Thus, the above determination can be made.

When the vehicle-to-vehicle communication data has already been received and driving support is being implemented (step ST2; YES), the determination data management unit 163 discards the stored vehicle-to-vehicle communication data, and the driving support application processing unit. Instructs 164 to interrupt driving support (step ST3).
On the other hand, when the vehicle-to-vehicle communication data has not been received or when driving assistance has not been implemented (step ST2; NO), the determination data management unit 163 is received and analyzed and processed in step ST1. The road-vehicle communication data is output to the driving support application processing unit 164. Thereby, instead of the information on the road to be traveled obtained indirectly by inter-vehicle communication from the driving support device mounted on another moving body, the information on the road obtained directly from the roadside machine on the road Driving assistance is implemented using.
Here, for example, from the signal information (signal display information, signal cycle information, signal split information, and signal offset information) included in the road-to-vehicle communication data, the blue signal start time and blue until the signal light color changes to blue Is output to the driving support application processing unit 164 as road-to-vehicle communication data for two cycles of the blue continuation time (the latest cycle and the next cycle).

Based on the signal information included in the road-to-vehicle communication data input from the judgment data management unit 163, the driving support application processing unit 164 causes the mobile unit 1 to be within the signal cycle time of the green signal in the traffic light 4 on the traveling road. It is determined whether or not the intersection can be reached at a vehicle speed equal to or lower than the speed limit of the road (step ST4). In this determination step, the driving support application processing unit 164 first estimates the estimated speed at which the moving body 1 can reach the signal stop line when the current lamp color of the traffic light 4 is blue based on the signal information. Calculate the range.
For example, when the distance from the current position of the moving body 1 to the signal stop line is 100 m, the green signal start time is 5 seconds, and the blue duration time is 10 seconds, 36 km / h to 108 km / h are calculated as the estimated speed range. The

Next, the driving support application processing unit 164 determines whether or not the maximum speed condition that satisfies the speed condition that is not less than the minimum passing speed V _{min and not} more than the limit speed V _limit of the moving body 1 can be extracted from the calculated estimated speed range. It is determined whether or not the moving body 1 can be reached at a vehicle speed equal to or lower than the speed limit of the road within the signal cycle time of the green light at the traffic light 4 on the traveling road.
The minimum passing speed V _min is a set value stored in advance in the set value storage unit 150. For this set value, the minimum speed is set so as not to affect the following vehicle and traffic flow as much as possible.

The distance from the current position of the moving body 1 to the signal stop line is 100 m, the green signal start time is 5 seconds, the blue duration time is 10 seconds, and an estimated speed range of 36 km / h to 108 km / h is calculated. In this case, if the speed limit of the traveling road of the mobile body 1 is 60 km / h and the minimum passing speed is 30 km / h, the driving support application processing unit 164 determines that the mobile body 1 limits the travel road within the signal cycle time. It is determined that the vehicle can be reached at a vehicle speed equal to or lower than the speed (step ST4; YES). The following vehicle speed of 60 km / h is calculated (extracted) (step ST5).

On the other hand, when the speed that can be passed in the most recent cycle of the blue signal start time until the signal color changes to blue and the blue duration time during which blue continues cannot be extracted, the driving support application processing unit 164 Similarly, the maximum speed satisfying the speed condition not less than the minimum passing speed V _{min and not} more than the limit speed V _limit of the moving body 1 is also tried in the cycle of (1). If a speed satisfying the condition can be extracted, the speed is set as a recommended speed V in step ST5.

In addition, when the speed satisfying the above condition cannot be extracted in any of the latest cycle and the next cycle, the driving support application processing unit 164 causes the mobile body 1 to be equal to or less than the speed limit of the traveling road within the signal cycle time. It is determined that the vehicle cannot be reached at the vehicle speed (step ST4; NO), and the recommended speed V _stop scheduled to _stop is calculated from the signal stop line at the intersection where the traffic signal 4 is installed (step ST6).

Next, the driving support application processing unit 164 starts outputting the recommended speed calculated (extracted) in step ST5 or ST6 as the recommended speed at the point (offset) of the signal stop line to the HMI output unit 170 (step ST7). . The HMI output unit 170 displays the recommended speed input from the driving support application processing unit 164 on a voice or a display screen and presents it to the driver.

Here, the driving support application processor 164 calculates an acceleration / deceleration pattern from the current speed to the recommended speed at the signal stop line so that the recommended speed is reached at the signal stop line, and the HMI output section. 170 may present the recommended speed to the driver after a predetermined time has elapsed since the current time. For example, the recommended speed is output in consideration of the time (reaction time) required from when the recommended speed is presented until the driver operates the moving body 1 at that speed. If the driver's reaction time is about 3.2 seconds, the recommended speed after 3.2 seconds from the current time is output. The reaction time is stored in advance in the set value storage unit 150 as the predetermined time.

Next, the vehicle-to-vehicle data creation unit 165 transmits the data to the driving support device mounted on another moving body based on the road-to-vehicle communication data input from the road-to-vehicle data analysis unit 161 or the determination data management unit 163. Create inter-vehicle communication data. The vehicle-to-vehicle communication data created by the vehicle-to-vehicle data creation unit 165 is the driving assistance device (the driving assistance device 200 or the driving assistance) mounted on the other mobile body (the mobile body 2 or the mobile body 3) by the inter-vehicle communication unit 140. Device 300) (step ST8). The inter-vehicle communication data is retransmitted a predetermined number of times.

The vehicle-to-vehicle communication data may be the same as the road-to-vehicle communication data received in step ST1, but may be reconstructed and transmitted based on the data acquired from the judgment data management unit 163. Good.
For example, the data capacity to be transmitted can be reduced by the driving support application processing unit 164 extracting only data used for driving support determination and creating inter-vehicle communication data.

The driving assistance judgment result of the driving assistance application processing unit 164 is fed back to the judgment data management unit 163, and the inter-vehicle data creation unit 165 inputs the driving data input via the judgment data management unit 163 when creating the inter-vehicle communication data. The determination result of support may be included in the inter-vehicle communication data. For example, the information about the signal stop line position, the calculation result of the recommended speed at this position, and the vehicle position are included in the inter-vehicle communication data.
In this case, based on the driving support information (recommended speed of the moving body 2) obtained by the driving support device 200 mounted on the other moving body 2 received by the inter-vehicle communication section 140, the information provision determining section 160 It is also possible to determine the positional relationship with the moving body 2 and the moving state thereof, and calculate the recommended speed of the moving body 1 on which the driving support device 100 is mounted based on the positional relationship and the moving state.

FIG. 15 is a flowchart showing the operation when the inter-vehicle communication data is received by the driving support apparatus according to the first embodiment, and is transmitted from the driving support apparatus 100 mounted on the moving body 1 shown in FIG. 10 along FIG. The operation of the driving support apparatus 200 when the inter-vehicle communication data thus received is received by the driving support apparatus 200 mounted on the moving body 2 will be described.
The inter-vehicle communication unit 140 of the driving support apparatus 200 mounted on the mobile body 2 receives inter-vehicle communication data by performing inter-vehicle communication with the driving support apparatus 100 mounted on the mobile body 1 ( Step ST1a).

Next, the judgment data management unit 163 determines whether or not the vehicle-to-vehicle communication data (or road-to-vehicle communication data) regarding the moving route of the moving body 2 has been received and the driving support device 200 is providing driving support. Determine (step ST2a). Here, the determination as to whether or not the vehicle-to-vehicle communication data (or road-to-vehicle communication data) relating to the movement route of the mobile body 2 has been received is made at the intersection center or signal intersection included in the vehicle-to-vehicle communication data received at step ST1a. Is determined according to whether or not the latitude and longitude of the vehicle coincides with the vehicle-to-vehicle communication data used in the current driving support stored in the determination data management unit 163 within a predetermined error range.

Even in the case of signal information relating to a received intersection, if the traffic light 4 is a traffic light that adaptively controls the lamp color, the signal cycle and the like always fluctuate, so the judgment data management unit 163 stores it. Without discarding the signal information, the signal information is updated according to the adaptive control and used for driving support.
That is, when the inter-vehicle communication unit 140 receives the signal information and the road alignment information, driving assistance is performed based on the signal information and the road alignment information that the inter-vehicle communication unit 140 (or the road-to-vehicle communication unit 130) has already received. The determination data management unit 163 includes the road alignment information received by the vehicle-to-vehicle communication unit 140 and the road alignment information already received by the vehicle-to-vehicle communication unit 140 (or the road-to-vehicle communication unit 130). Even if the information is related to the same route, if the signal information received by the inter-vehicle communication unit 140 includes information indicating a change in the signal cycle of the traffic signal, the driving support is interrupted, and the inter-vehicle communication unit 140 ( Alternatively, the signal information that has already been received by the road-to-vehicle communication unit 130) is discarded, and the driving support based on the signal information received by the vehicle-to-vehicle communication unit 140 in the driving support application processing unit 164 To be carried out.
In addition, the determination data management unit 163 includes information indicating that the signal of the traffic signal 4 is adaptively controlled according to traffic conditions in the signal information in the inter-vehicle communication data received by the inter-vehicle communication unit 140. If so, the driving support is interrupted, the signal information already received by the inter-vehicle communication unit 140 (or the road-to-vehicle communication unit 130) is discarded, and the inter-vehicle communication unit 140 is added to the driving support application processing unit 164. Driving assistance based on the received signal information is implemented.

If the vehicle-to-vehicle communication data (or road-to-vehicle communication data) has not been received, or the driving support device 200 mounted on the mobile body 2 has not performed driving support (step ST2a; NO), step ST3a Transition to processing.
Further, when the vehicle-to-vehicle communication data (or road-to-vehicle communication data) has already been received and the driving support device 200 mounted on the mobile body 2 is performing driving support (step ST2a; YES), judgment data management Unit 163 discards the inter-vehicle communication data received in step ST1a and ends the process. Thereby, the current driving assistance by the driving assistance application processing unit 164 is continued.

Next, based on the inter-vehicle communication data received in step ST1a, the determination data management unit 163 has the target intersection on the road on which the mobile body 2 is scheduled to travel, and the connection route to the intersection is a mobile body. It is determined whether or not entry is scheduled from the same route 0 as 1 (step ST3a).
For example, the latitude and longitude of the intersection or signal stop line included in the inter-vehicle communication data from the mobile body 1 is the latitude and longitude of the map information intersection or signal stop line of the travel road of the mobile body 2 created by the map information creation unit 120. If it is equal to (within an allowable error range), it is determined that the target intersection included in the inter-vehicle communication data from the mobile body 1 exists on the road on which the mobile body 2 is scheduled to travel.
Further, instead of comparing the latitude and longitude, it may be determined whether or not the connection angle to the connection route 0 included in the inter-vehicle communication data is equal to the traveling direction of the moving body 2.
The connection angle is expected to change even on the road entering connection route 0 depending on the shape of the road before the intersection. Therefore, the traveling direction of the transmission body 1 is added to the inter-vehicle communication data and transmitted. Then, the driving support device 200 of the moving body 2 may collate with its own traveling direction with reference to the traveling direction of the moving body 1.
It should be noted that a certain amount of error is allowed in the collation of the latitude and longitude and the travel direction, and the error allowable range is stored in advance in the set value storage unit 150 as a set value.

When the above requirements are satisfied (step ST3a; YES), the judgment data management unit 163 outputs the road-vehicle communication data received and analyzed / processed at step ST1a to the driving support application processing unit 164, and step ST4a. Move on to processing.
If the above requirement is not satisfied (step ST3a; NO), the determination data management unit 163 determines that the data cannot be used for driving support of the moving body 2, and discards the inter-vehicle communication data received in step ST1a. To do.

Based on the signal information included in the inter-vehicle communication data input from the determination data management unit 163, the driving support application processing unit 164 causes the mobile unit 2 to perform the relevant operation within the signal cycle time of the green signal in the traffic light 4 on the traveling road. It is determined whether or not the target intersection can be reached at a vehicle speed equal to or less than the speed limit of the road (step ST4a).
In this determination step, the driving support application processing unit 164 first estimates that the moving body 2 can reach the signal stop line when the current lamp color of the traffic light 4 is blue based on the signal information. The estimated speed range is calculated. For example, when the distance from the current position of the moving body 2 to the signal stop line is 100 m, the green signal start time is 5 seconds, and the blue duration time is 10 seconds, 36 km / h to 108 km / h are calculated as the estimated speed range. The

Next, the driving support application processing unit 164 determines whether or not a maximum speed satisfying a speed condition that is not less than the minimum passing speed V _{min and not} more than the limit speed V _{limit of} the moving body 2 can be extracted from the calculated estimated speed range. Then, it is determined whether or not the moving body 2 can be reached at a vehicle speed equal to or lower than the speed limit of the road within the signal cycle time of the green light at the traffic light 4 on the traveling road.
It is assumed that the minimum passing speed V _min is a set value stored in advance in the set value storage unit 150, as in FIG.

The distance from the current position of the moving body 2 to the signal stop line is 100 m, the green signal start time is 5 seconds, the blue duration time is 10 seconds, and an estimated speed range of 36 km / h to 108 km / h is calculated. If the speed limit of the traveling road of the mobile body 2 is 60 km / h and the minimum passing speed is 30 km / h, the driving support application processing unit 164 determines that the speed limit of the traveling road is within the signal cycle time. It is determined that the target intersection can be reached at the following vehicle speed (step ST4a; YES).

If the mobile unit 2 can reach the target intersection within the signal cycle time at the speed limit or less, the driving support application processing unit 164 performs driving support for the target intersection of the driving support device 100 mounted on the transmission source mobile unit 1. It is confirmed whether the determination result is included in the vehicle-to-vehicle communication data.
Here, if the determination result of the driving support in the transmission source mobile body 1 is included, the driving support application processing unit 164 indicates that the mobile body 1 exists ahead of the mobile body 2 based on the determination result of the driving support. Then, it is determined whether or not the vehicle is scheduled to stop at the target intersection (step ST5a).
Specifically, the distance to the signal stop line is calculated from the difference between the signal stop line and the offset position of the moving

bodies

1 and 2, and the smaller distance is determined as a moving body existing ahead.
Further, when the vehicle is traveling on a road having a plurality of lanes, the determination may be performed after confirming whether or not the traveling lanes are the same with reference to the lane information.
Furthermore, it may be determined to guide the moving body 2 to pass through an intersection by encouraging movement to a different lane.

When the inter-vehicle communication data does not include the driving support judgment result of the transmission source mobile body 1, the mobile body 1 does not exist ahead of the mobile body 2, or is not scheduled to stop at the target intersection (step ST5a NO), the driving support application processing unit 164 determines the vehicle speed within the estimated speed range and below the speed limit of the traveling road as the recommended speed V of the moving body 2 when passing the target intersection (60 km / h in the above example). Is calculated (extracted) (step ST6a).

On the other hand, when the mobile body 1 exists ahead of the mobile body 2 and is scheduled to stop at the target intersection (step ST5a; YES), the driving support application processing unit 164 causes the mobile body 2 to travel within the signal cycle time. It is determined that the vehicle cannot be reached at a vehicle speed equal to or lower than the speed limit of the road (step ST4a; NO), and a recommended speed V _stop scheduled to be stopped is calculated on the signal stop line at the target intersection (step ST7a).

Next, the driving support application processing unit 164 starts outputting the recommended speed calculated (extracted) in step ST6a or step ST7a to the HMI output unit 170 as the recommended speed at the point (offset) of the signal stop line (step ST8a). ). The HMI output unit 170 displays the recommended speed input from the driving support application processing unit 164 on a voice or a display screen and presents it to the driver.

Here, the driving support application processor 164 calculates an acceleration / deceleration pattern from the current speed to the recommended speed at the signal stop line so that the recommended speed is reached at the signal stop line, and the HMI output section. 170 may present the recommended speed after a predetermined time has elapsed from the current time to the driver. For example, the recommended speed is output in consideration of the time (reaction time) required from when the recommended speed is presented until the driver operates the moving body 1 at that speed. If the driver's reaction time is about 3.2 seconds, the recommended speed after 3.2 seconds from the current time is output. The reaction time is stored in advance in the set value storage unit 150 as the predetermined time.

Next, a vehicle for the vehicle-to-vehicle data creation unit 165 to transmit to the driving support device mounted on another mobile body based on the road-to-vehicle communication data input from the road-to-vehicle data analysis unit 161 or the judgment data management unit 163. Vehicle-to-vehicle communication data is created, and the vehicle-to-vehicle communication unit 140 transmits the vehicle-to-vehicle communication data created in the vehicle-to-vehicle data creation unit 165 to the driving support device mounted on another moving body (step ST9a). The detailed process in step ST9a is the same as that described in step ST8 in FIG.

Here, the transition of the operation state in the driving assistance apparatus 100 will be described.
FIG. 16 is a state transition diagram showing states that the driving support apparatus according to Embodiment 1 can take. In FIG. 16, State 1 indicates that the driving support device 100 has not received valid road-to-vehicle communication data or vehicle-to-vehicle communication data that can be used for determination of driving support, or has passed through an intersection for service provision. This indicates a so-called “idle” state in which the driving support service cannot be provided. State 2 indicates a state in which the driving support device 100 is providing a driving support service, that is, “HMI is being output”.

The state transition from State 1 to State 2 is shifted when the driving support device 100 receives the effective road-vehicle communication data or vehicle-vehicle communication data.
It should be noted that nothing is performed when the driving support device 100 receives inter-vehicle communication data in Status2. In addition, when road-to-vehicle data is received, signal information included in the road-to-vehicle communication data is updated and output to the HMI output unit 170 is performed again, but none of the state transition is performed.

The state transition from State 2 to State 1 occurs when the mobile unit 1 passes a signal stop line or intersection where the signal information of the most recent intersection is valid, or when the road on which the mobile unit 1 is scheduled to travel is changed. When elapses, the output of the recommended speed from the driving support application processing unit 164 to the HMI output unit 170 is stopped and the state transition is performed.
Here, by storing the predetermined time as a set value in the set value storage unit 150 in advance, an unnecessary HMI can be generated when the vehicle stops on a traveling road or when a store or the like existing on the traveling road is stopped. It is possible to avoid continuing output.

As described above, according to the first embodiment, the position information acquisition unit 110 that acquires the position information of the moving body 1, the position information acquired by the position information acquisition unit 110, and the map read from the map database Based on the information, the map information creation unit 120 that creates map information related to the travel route of the mobile body 1 and the roadside device 6 that is present on the travel route of the mobile body 1 from the traffic signal device 4 that is present on the travel route. A traffic signal that exists on the moving route of the mobile unit 1 by communicating with the road-to-vehicle communication unit 130 that receives the signal information and the road alignment information of the moving route and the driving support device 200 mounted on the other mobile unit 2. 4, the vehicle-to-vehicle communication unit 140 that transmits / receives the signal alignment information and the road alignment information of the travel route, the setting value storage unit 150 that stores setting value information used to create driving support information, Position information acquired by the acquisition unit 110, map information generated by the map information generation unit 120, signal information and road alignment information received by the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140, and a set value storage unit 150 Based on the set value information read out from, the movement state of the moving body 1 expected at the intersection of the road shape of the movement route and the traffic signal 4 is determined, and the prediction is made at the intersection of the road shape of the movement route and the traffic signal 4 An information provision determination unit 160 that calculates a recommended speed of the moving body 1 according to the travel situation to be performed, and an HMI output unit 170 that provides the driver with the recommended speed calculated by the information provision determination unit 160 as driving support information. Prepare. Thus, based on the information which complemented the detailed map information regarding the movement path | route of the mobile body 1 based on ADASIS using the signal information and road alignment information which were received by the road-vehicle communication part 130 or the vehicle-vehicle communication part 140. Thus, the recommended speed of the moving body 1 is calculated in accordance with the road shape of the movement route and the movement situation expected at the intersection of the traffic light 4, so that the road shape of the movement road is taken into consideration and the actual movement situation is taken into consideration. Driving assistance for the mobile body 1 can be implemented. For example, even when there is a curve that needs to be decelerated on the route to the intersection where the roadside device 6 and the traffic signal 4 exist, it is possible to provide driving assistance at a highly accurate recommended speed.

Further, according to the first embodiment, when the information provision determination unit 160 receives the signal information and the road alignment information, the road-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 receives the received signal information and road alignment information. The information used for the driving support information extracted from is transmitted to the driving support device 200 mounted on the other mobile body 2 by the inter-vehicle communication unit 140. By doing in this way, the communication data capacity of vehicle-to-vehicle communication can be reduced.

Further, according to the first embodiment, when the information provision determination unit 160 receives the signal information and the road alignment information, the vehicle-to-vehicle communication unit 140 or the road-to-vehicle communication unit 130 has already received the information. When driving support is being implemented based on the signal information and the road alignment information, the road alignment information received by the road-to-vehicle communication unit 130 and the vehicle-to-vehicle communication unit 140 or the road-to-vehicle communication unit 130 have already been received. If the road alignment information is information related to the same route, the signal received by the road-to-vehicle communication unit 130 after interrupting driving support based on the signal information already received by the vehicle-to-vehicle communication unit 140 or the road-to-vehicle communication unit 130 Carry out driving assistance based on the information.
By doing in this way, the information about the movement route acquired directly from the roadside unit 6 existing on the movement route was used instead of the information about the movement route acquired indirectly by the inter-vehicle communication. It is switched to driving assistance, and driving assistance of the moving body 1 according to the actual movement situation can be implemented.

Furthermore, according to the first embodiment, when the information provision determination unit 160 receives the signal information and the road alignment information, the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 has already received the information. When driving assistance is being implemented based on the signal information and the road alignment information, the road alignment information received by the vehicle-to-vehicle communication unit 140 and the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 have already been received. If the road alignment information is information related to the same route, the driving support is continued and the signal information and the road alignment information received by the inter-vehicle communication unit 140 are discarded. By doing in this way, it can prevent that driving assistance is interrupted whenever the same content is received.

Furthermore, according to the first embodiment, when the information provision determination unit 160 receives the signal information and the road alignment information, the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 has already received the information. When driving assistance is being implemented based on the signal information and the road alignment information, the road alignment information received by the vehicle-to-vehicle communication unit 140 and the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 have already been received. Even if the road alignment information is information related to the same route, if the signal information received by the inter-vehicle communication unit 140 includes information indicating a change in the signal cycle of the traffic signal 4, the driving support is interrupted, The signal information that the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 has already received is discarded, and driving support based on the signal information received by the vehicle-to-vehicle communication unit 140 is performed. By doing in this way, the driving assistance according to the lighting condition of the actual traffic light 4 can be implemented.

Furthermore, according to the first embodiment, when the information provision determination unit 160 receives the signal information and the road alignment information, the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 has already received the information. When driving assistance is being implemented based on the signal information and the road alignment information, the road alignment information received by the vehicle-to-vehicle communication unit 140 and the road-to-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 have already been received. Even if the road alignment information is information related to the same route, the signal information received by the inter-vehicle communication unit 140 includes information indicating that the signal of the traffic light 4 is adaptively controlled according to traffic conditions. Then, the driving support is interrupted, the road-vehicle communication unit 130 or the vehicle-to-vehicle communication unit 140 discards the signal information that has already been received, and is based on the signal information received by the vehicle-to-vehicle communication unit 140 Rolling to implement the support. Even in this way, driving assistance according to the actual lighting state of the traffic light 4 can be implemented.

Further, according to the first embodiment, the information provision determination unit 160 mounts information including the recommended speed of the moving body 1 in the signal information and the road alignment information on the other moving body 2 by the inter-vehicle communication unit 140. Transmitted to the driving support apparatus 200. By doing in this way, the driving assistance apparatus 200 mounted in the other mobile body 2 can implement the driving assistance of the mobile body 2 according to an actual movement situation using the recommended speed of the mobile body 1. it can.

Further, according to the first embodiment, when the information provision determining unit 160 receives the signal information and the road alignment information from the inter-vehicle communication unit 140, the map information generating unit 120 generates the map information on the moving route and the inter-vehicle distance. Driving support is implemented when at least one of the intersection position, the traveling direction, and the signal stop line position included in the road alignment information received by the communication unit 140 is the same. By doing in this way, the driving assistance based on the information regarding the intersection on the moving route can be performed accurately.

Further, according to the first embodiment, when the information provision determining unit 160 receives the signal information and the road alignment information from the inter-vehicle communication unit 140, the map information generating unit 120 generates the map information on the moving route and the inter-vehicle distance. When at least one of the intersection position, the traveling direction, and the signal stop line position included in the road alignment information received by the communication unit 140 is equal, the signal information and the road alignment information are transmitted to the other by the inter-vehicle communication unit 140. Is transmitted to the driving support device 200 mounted on the moving body 2. By doing in this way, the communication area which transmits the information utilized for driving assistance can be expanded, specifying the road which performs driving assistance. Thereby, the driving assistance based on the information regarding the travel route can be performed accurately.

Furthermore, according to the first embodiment, when the information provision determination unit 160 determines that the moving body 1 can pass the intersection at a speed lower than the speed limit of the moving path, the recommended speed related to the passing speed of the intersection of the moving body 1 Is calculated, and when it is determined that the moving body 1 cannot pass the intersection at a speed lower than the speed limit of the moving path, a recommended speed for the stop speed until the moving body 1 stops at the signal stop line of the intersection is calculated. By doing in this way, the driving assistance according to an actual movement condition can be implemented.

Further, according to the first embodiment, the set value storage unit 150 stores the reaction time from when the recommended speed is presented until the driver sets the moving body to the speed as the set value. The determination unit 160 calculates a recommended speed after the reaction time read from the set value storage unit 150 has elapsed. By doing in this way, the driving assistance according to an actual movement condition can be implemented.

Further, according to the first embodiment, the map information creating unit 120 creates map information including the gradient information of the travel route, and the set value storage unit 150 sets the acceleration and deceleration according to the road shape as the set values. And the information provision determination unit 160 corrects the acceleration and deceleration read from the setting value storage unit 150 using the gradient information included in the map information, and calculates a recommended speed according to the road shape. . This makes it possible to set the acceleration / deceleration according to the road shape based on the gradient information acquired by the map information creation unit 120. Therefore, it is possible to support fuel cut or “soft” accelerator by appropriate emblem. it can.

Furthermore, according to the first embodiment, the map information creation unit 120 creates map information including the curvature radius information of the curve in the travel route, and the information provision determination unit 160 uses the curvature radius of the curve included in the map information. Using the information, a recommended speed at which the lateral acceleration in the curve of the movement path is a predetermined value or less is calculated. By doing in this way, the driving assistance according to an actual movement condition can be implemented.

Further, according to the first embodiment, the information provision determination unit 160 operates the other mobile unit 2 requested by the driving support device 200 mounted on the other mobile unit 2 received by the inter-vehicle communication unit 140. Based on the support information, the positional relationship with the other mobile unit 2 and the movement status thereof are determined, and the recommended speed of the mobile unit 1 on which the apparatus is mounted is calculated based on the positional relationship and the mobile status. By doing in this way, the driving assistance according to an actual movement condition can be implemented.

Embodiment 2. FIG.
FIG. 17 is a block diagram showing a configuration of the driving support apparatus according to Embodiment 2 of the present invention. A driving support device 100A shown in FIG. 17 is a device that is mounted on or brought into a moving body and supports driving by a driver, and includes a position information acquisition unit 110, a map information creation unit 120, a road-to-vehicle communication unit 130, and vehicle-to-vehicle communication. Unit 140, setting value storage unit 150, information provision determination unit 160A, HMI output unit 170, and forward moving body information acquisition unit 180.
Except for the information provision determination unit 160A and the forward moving body information acquisition unit 180, the configuration is the same as that in FIG.

The forward moving body information acquisition unit 180 is an acquisition unit that acquires information related to the behavior of other moving bodies existing in front of the moving body on which the driving support device 100A is mounted and provides the information to the information provision determination unit 160A. For example, it can be realized using a vehicle front detection sensor.
In recent years, as a part of ITS (Intelligent Transport Systems) research technology, a variety of forward vehicle detection sensors aimed at application to a driving support system have been developed. In particular, it is effective to use a millimeter wave radar.
The millimeter wave radar is a radar system that can detect a situation within a range of about 100 m using a 30 to 300 GHz band radio wave called a millimeter wave band. Because it uses radio waves, it can be used in fog, during rain / snow, and is used as an on-vehicle radar for the purpose of collision reduction. Currently, the 60 GHz band and the 76 GHz band are defined as usable frequency bands.

In addition, the detection method and means of the sensor in the forward moving body information acquisition unit 180, and the frequency band to be used are not limited as long as the speed and position of the moving body existing ahead can be detected. Specifically, the relative distance between the moving body on which the driving support device 100A is mounted and the front moving body and the speed of the front moving body are acquired. The forward moving body information acquisition unit 180 can also be realized by using an image sensor, an infrared radar, or a microwave radar.

In addition, the information provision determination unit 160A is based on information used for determination of driving assistance acquired from the map information creation unit 120, the road-to-vehicle communication unit 130, the vehicle-to-vehicle communication unit 140, and the forward moving body information acquisition unit 180. The recommended speed recommended for driving that improves the energy efficiency of the moving body is calculated at each point or each section on the moving path of the moving body.
FIG. 18 is a block diagram showing a configuration of the information provision determination unit of FIG. As shown in FIG. 18, the information provision determination unit 160A includes, as its functional configuration, a road-to-vehicle data analysis unit 161, a vehicle-to-vehicle data analysis unit 162, a determination data management unit 163A, a driving support application processing unit 164, and vehicle-to-vehicle data creation. Part 165. In FIG. 18, the configuration other than the determination data management unit 163A is the same as that in FIG.

The judgment data management unit 163A includes the map information created by the map information creation unit 120, the information about the forward moving body acquired by the forward moving body information acquisition unit 180, and the road-to-vehicle data analysis unit 161 or the vehicle-to-vehicle data analysis unit. Data after analysis / conversion input from 162 is managed. In addition, the determination data management unit 163A processes the data after the analysis / conversion into data that can be easily obtained and handled by the driving support application processing unit 164, and provides the processed data to the driving support application processing unit 164.

Here, as information about the front moving body, the position of the moving body (own vehicle) on which the driving support device 100A is mounted is x, the relative distance between the moving body and the front moving body is Δx, and the speed of the front moving body. An example in which information is obtained where v is v _f will be described.
In this case, determination data management unit 163A is information on the front of the moving body, the offset and x + [Delta] x, and registers the recommended speed to itself as the recommended speed point to v _f, the driving support application processing unit 164 on the travel path It is managed so that the information can be acquired with the offset standard.

In addition, you may comprise so that the information regarding a moving body ahead can be collectively acquired as the map information (ADAS information) created by the map information creation part 120.
For example, the ADASIS standard specification does not include information on the moving body ahead, but it is possible to embed the information in an extended manner in Reserved1 and Reserved2 which are reserved fields in PROFILE LONG shown in FIG. In this case, the determination data management unit 163A can collectively acquire map information including information related to the front moving body acquired by the front moving body information acquisition unit 180 from the map information creation unit 120.

In the flowcharts of FIGS. 14 and 15, the driving support apparatus 100 </ b> A is configured so that the forward moving body information acquisition unit 180 acquires the positional relationship between the moving body on which it is mounted and the moving body existing in front of the moving body. The recommended speed of the moving object is calculated according to the positional relationship with the moving object existing in the front. Other processes are the same as those in the first embodiment.

As described above, according to the second embodiment, the forward moving body information acquisition unit 180 that acquires the relative distance and the moving speed with respect to the moving body 2 existing in front is provided, and the information provision determination unit 160A moves forward. Based on the relative distance and the moving speed with respect to the moving body 2 existing in front acquired by the body information acquisition unit 180, the positional relationship with the moving body 2 existing in front is determined, and the road shape and traffic of the moving route are determined. The recommended speed of the moving body 1 is calculated in accordance with the movement situation expected at the intersection of the traffic lights and the positional relationship with the moving body 2 existing ahead. In this way, in addition to the effect of the first embodiment, the recommended speed is supported by taking into account the behavior of the other moving body 2 on the moving path using the information on the moving body ahead. Is possible.

In the present invention, within the scope of the invention, any combination of each embodiment, any component of each embodiment can be modified, or any component can be omitted in each embodiment. .

The driving support apparatus according to the present invention is suitable for a driving support apparatus mounted on an automobile because it can perform driving support of a moving body according to the actual movement situation in consideration of the road shape of the moving road.

1, 2, 3 mobile unit, 4 traffic signal, 5 information relay / determination device, 6 roadside device, 100, 100A, 200, 300 driving support device, 110 location information acquisition unit, 120 map information creation unit, 130 road-to-vehicle communication unit 140, vehicle-to-vehicle communication unit, 150 setting value storage unit, 160, 160A information provision determination unit, 161 road-to-vehicle data analysis unit, 162 vehicle-to-vehicle data analysis unit, 163, 163A determination data management unit, 164 driving support application processing unit, 165 Inter-vehicle data creation unit, 170 HMI output unit, 180 forward moving body information acquisition unit.

Claims

In a driving support device that is mounted on a mobile body and provides driving support information that supports driving of the mobile body,
A position information acquisition unit for acquiring position information of the mobile body;
A map information creation unit that creates map information related to a moving route of the mobile body based on the location information acquired by the location information acquisition unit and the map information read from the map database;
A first communication unit that receives signal information of a traffic signal present on the moving route and road alignment information of the moving route from a roadside device existing on the moving route of the moving body;
A second communication unit that communicates with a driving support device mounted on another moving body to transmit / receive signal information of a traffic signal present on the moving path of the moving body and road alignment information of the moving path;
A set value storage unit for storing set value information used to create driving support information;
The location information acquired by the location information acquisition unit, the map information created by the map information creation unit, the signal information and the road alignment information received by the first or second communication unit, and Based on the setting value information read from the setting value storage unit, the road shape of the moving route and the movement situation of the moving body expected at the intersection of the traffic signal are determined, and the road shape of the moving route and An information provision determination unit for calculating a recommended speed of the moving body according to a movement situation expected at an intersection of the traffic signal;
A driving support device, comprising: an information providing unit that provides the driver with the recommended speed calculated by the information providing determination unit as driving support information.
A forward moving body information acquisition unit for acquiring a relative distance and a moving speed with respect to a moving body existing in front;
The information provision determining unit determines a positional relationship with the moving object existing in front based on a relative distance and a moving speed with respect to the moving object existing in front acquired by the forward moving object information acquiring unit. The recommended speed of the moving body is calculated according to a road shape of the moving route, a moving situation expected at an intersection of the traffic signal, and a positional relationship with the moving body existing ahead. The driving support apparatus according to 1.
When the first or second communication unit receives the signal information and the road alignment information, the information provision determination unit adds the driving support information extracted from the received signal information and the road alignment information. The driving support device according to claim 1, wherein information to be used is transmitted to the driving support device mounted on the other mobile body by the second communication unit.
The information provision determination unit is based on the signal information and the road alignment information that the second communication unit has already received when the first communication unit receives the signal information and the road alignment information. If the road alignment information received by the first communication unit and the road alignment information already received by the second communication unit are information on the same route, The driving support based on the signal information received by the first communication unit is interrupted and driving support based on the signal information received by the first communication unit is implemented. The driving assistance apparatus as described.
When the second communication unit receives the signal information and the road alignment information, the information provision determination unit is configured to receive the signal information and the road that have already been received by the first or second communication unit. When driving support is performed based on linear information, the road linear information received by the second communication unit and the road linear information already received by the first or second communication unit are 2. The driving support device according to claim 1, wherein if the information is related to the same route, the driving support is continued and the signal information and the road alignment information received by the second communication unit are discarded.
When the second communication unit receives the signal information and the road alignment information, the information provision determination unit is configured to receive the signal information and the road that have already been received by the first or second communication unit. When driving support is performed based on linear information, the road linear information received by the second communication unit and the road linear information already received by the first or second communication unit are Even if it is information about the same route, if the signal information received by the second communication unit includes information indicating a change in the signal cycle of the traffic signal, the driving support is interrupted, and the first 2. The driving support based on the signal information received by the second communication unit is performed by discarding the signal information already received by the second communication unit. Driving assistance device.
When the second communication unit receives the signal information and the road alignment information, the information provision determination unit is configured to receive the signal information and the road that have already been received by the first or second communication unit. When driving support is performed based on linear information, the road linear information received by the second communication unit and the road linear information already received by the first or second communication unit are Even if it is information on the same route, if the signal information received by the second communication unit includes information indicating that the signal of the traffic signal is adaptively controlled according to traffic conditions The driving support is interrupted, the signal information already received by the first or second communication unit is discarded, and driving support based on the signal information received by the second communication unit is performed. Claims Driving support apparatus according.
The information provision determination unit transmits information including the recommended speed of the moving body in the signal information and the road alignment information to a driving support apparatus mounted on another moving body by the second communication unit. The driving support apparatus according to claim 1.
When the second communication unit receives the signal information and the road alignment information, the information provision determination unit receives the map information of the travel route created by the map information creation unit and the second communication unit. The driving support device according to claim 1, wherein driving support is performed when at least one of an intersection position, a traveling direction, and a signal stop line position included in the road alignment information is the same.
When the second communication unit receives the signal information and the road alignment information, the information provision determination unit receives the map information of the travel route created by the map information creation unit and the second communication unit. When at least one of an intersection position, a heading direction, and a signal stop line position included in the road alignment information is the same, the second communication unit transmits the signal information and the road alignment information to the other movement. The driving support device according to claim 1, wherein the driving support device is transmitted to a driving support device mounted on the body.
The information provision determining unit calculates a recommended speed related to a passing speed of the intersection of the moving body when the moving body determines that the moving body can pass the intersection at a speed lower than the speed limit of the moving path, 2. A recommended speed related to a stop speed until the mobile object stops at a signal stop line at the intersection when it is determined that the vehicle cannot pass through the intersection at a speed lower than a speed limit of the moving route. The driving assistance apparatus as described.
The set value storage unit stores, as a set value, a reaction time from when the recommended speed is presented until the driver sets the moving body to the speed.
The driving support apparatus according to claim 1, wherein the information provision determination unit calculates a recommended speed after the reaction time read from the set value storage unit has elapsed.
The map information creation unit creates map information including gradient information of the travel route,
The set value storage unit stores acceleration and deceleration according to the road shape as set values,
The information provision determination unit calculates a recommended speed according to a road shape by correcting the acceleration and the deceleration read from the setting value storage unit using gradient information included in the map information. The driving support device according to claim 1.
The map information creation unit creates map information including curvature radius information of a curve in the travel route,
2. The information provision determining unit calculates a recommended speed at which a lateral acceleration in the curve of the moving route is a predetermined value or less using the curvature radius information of the curve included in the map information. Driving assistance device.
The information provision determination unit is configured to determine a positional relationship with the other mobile body and a movement state thereof from the driving support information obtained by the driving support device mounted on the other mobile body received by the second communication unit. The driving support device according to claim 1, wherein the driving support device determines and recommends a recommended speed of a moving body on which the device is mounted based on the positional relationship and the movement state.