WO2016174882A1 - Vehicle-mounted device and driving assistance method - Google Patents

Abstract

The purpose of the present invention is to provide a vehicle-mounted device and driving assistance method which reduce unnecessary vehicle acceleration and thereby contribute to improved fuel consumption, and assist with appropriate driving. This vehicle-mounted device comprises a signal information acquisition unit which acquires signal information relating to a signal light device which is installed at an intersection of a road upon which a vehicle travels. The signal information includes position information which indicates the position of the intersection, and cycle information which indicates a change over time of the color of the light of the signal light device. The vehicle-mounted device further comprises: a travel information acquisition unit which acquires travel information which indicates the position and the travel velocity of the vehicle; a predicted time computation unit which, on the basis of the travel information which is acquired with the travel information acquisition unit and the position information which is acquired with the signal information acquisition unit, computes a predicted time at which the vehicle will reach the intersection; a light color determination unit which, on the basis of the cycle information which is acquired with the signal information acquisition unit, determines the color of the light of the signal light device at the predicted time which is computed with the predicted time computation unit; and a notification unit which, if the color of the light which is determined with the light color determination unit is red, carries out a notification which calls for easing off the accelerator of the vehicle.

Description

In-vehicle device and driving support method

The present invention relates to an in-vehicle apparatus and a driving support method including a signal information acquisition unit that acquires signal information related to a signal lamp installed at an intersection on a road in a traveling direction of a vehicle.

Conventionally, research and development of a system that has a communication function in an in-vehicle device and that supports safe driving and improves convenience based on information on traffic conditions received from the outside has been underway. In particular, a situation in which a useless accelerator operation is continued or a deceleration operation is delayed at the time of switching of signals is not preferable from the viewpoint of safety and prevention of deterioration of fuel consumption. Many techniques have been proposed.

For example, in Patent Document 1, a speed range for the host vehicle to travel without stopping at a signalized intersection is calculated, information for decelerating support for the driver is displayed on the display unit, and there is a rear vehicle. In such a case, a vehicle system is disclosed in which information for prompting attention to the rear of the host vehicle is displayed on a display unit.

Further, in Patent Document 2, there is another vehicle that travels in front of the course of the host vehicle, and there is another vehicle traffic zone that does not have a vehicle that travels in front of the vehicle traffic zone in which these vehicles travel. Under certain circumstances, if the speed adjustment for passing the intersection without stopping at the next progress signal after passing the stop signal display period at the intersection is possible, the speed adjustment according to the recommended speed is supported. A driving support vehicle-mounted device that notifies a driver of route change guidance is disclosed.

In Patent Document 2, there is another vehicle that travels in front of the course of the host vehicle, and there is another vehicle traffic zone that does not have a vehicle that travels in front of the vehicle traffic zone in which these vehicles travel. Under the circumstances, when the speed adjustment for stopping the vehicle at the stop position of the intersection is possible within the display period of the stop signal at the intersection, the speed adjustment by an appropriate deceleration method is supported and the course is changed. A driving assistance vehicle-mounted device that informs the driver of this guidance is disclosed.

Japanese Patent No. 5471301 Japanese Patent No. 5445371

However, according to the techniques disclosed in Patent Documents 1 and 2, the driver of the vehicle needs to always be aware of the display of information that supports driving and the notification of the recommended speed, and concentrate on driving. There was a problem that it was difficult.

The present invention has been made in view of such circumstances, and an object of the present invention is to reduce the unnecessary acceleration of the vehicle and contribute to an improvement in fuel efficiency and to support an appropriate driving and a driving support method. Is to provide.

An in-vehicle device according to an aspect of the present invention is an in-vehicle device including a signal information acquisition unit that acquires signal information related to a signal lamp installed at an intersection of a road on which a vehicle travels, and the signal information is the intersection A travel information acquisition unit for acquiring travel information indicating the position and travel speed of the host vehicle, including position information indicating the position of the vehicle and cycle information indicating temporal changes in the color of the signal lamp, and acquired by the travel information acquisition unit Based on the travel information and the position information acquired by the signal information acquisition unit, based on the expected time calculation unit that calculates the expected time when the host vehicle reaches the intersection, and the cycle information acquired by the signal information acquisition unit A lamp color determination unit that determines the lamp color of the signal lamp at the predicted time calculated by the predicted time calculation unit, and an output unit that outputs information related to the determination result of the lamp color determination unit.

A driving support method according to an aspect of the present invention is a method of supporting driving with an in-vehicle device that acquires signal information related to a signal lamp installed at an intersection of a road on which a vehicle travels, wherein the signal information is A step of acquiring travel information indicating the position and travel speed of the host vehicle, including position information indicating the position of the intersection and cycle information indicating temporal changes in the color of the signal lamp, and based on the acquired travel information and position information Calculating a predicted time when the host vehicle reaches the intersection, determining a light color of the signal lamp at the calculated predicted time based on the acquired cycle information, and determining that the determined light color is red. If there is, a step of outputting information relating to the determination result is included.

Note that the present application can be realized not only as an in-vehicle device and a driving support method each having such characteristic components and steps, but also as a program for causing a computer to execute such steps. Moreover, a part or all of the in-vehicle device can be realized as a semiconductor integrated circuit, or can be realized as another system including the in-vehicle device.

According to the above, when a situation in which the host vehicle is forced to stop due to a red signal is predicted, information to that effect is output to the outside, so that notification based on the output information is performed It is possible to reduce unnecessary acceleration of the vehicle and contribute to improving fuel efficiency and to support appropriate driving.

It is a block diagram which shows the structural example of the vehicle-mounted apparatus which concerns on embodiment of this invention. It is explanatory drawing which shows typically the positional relationship of the own vehicle and other vehicles, and an intersection. It is a graph which shows the output current according to the rotation speed of the alternator. It is explanatory drawing which shows the locus | trajectory of the own vehicle when performing the alerting | reporting which accelerates | releases an accelerator. It is explanatory drawing which shows an example of alerting | reporting. It is another explanatory drawing which shows the locus | trajectory of the own vehicle when performing the alerting | reporting which accelerates | releases an accelerator. It is a flowchart which shows the process sequence of the control part which acquires driving | running | working information and calculates braking amount. It is a flowchart which shows the process sequence of the control part which acquires signal information. It is a flowchart which shows the process sequence of the control part which acquires 2nd driving information. It is a flowchart which shows the process sequence of the control part which calculates the estimated time when the own vehicle arrives at an intersection. It is a flowchart which shows the process sequence of the control part which concerns on the information output subroutine.

[Description of Embodiment of the Present Invention]
First, embodiments of the present invention will be listed and described. Moreover, you may combine arbitrarily at least one part of embodiment described below.

(1) The vehicle-mounted device according to one aspect of the present invention is a vehicle-mounted device including a signal information acquisition unit that acquires signal information related to a signal lamp installed at an intersection of a road on which the vehicle travels, wherein the signal information is A travel information acquisition unit for acquiring travel information indicating the position and travel speed of the host vehicle, including position information indicating the position of the intersection and cycle information indicating temporal changes in the color of the signal lamp. Based on the travel information acquired by the unit and the position information acquired by the signal information acquisition unit, an expected time calculation unit that calculates the expected time when the host vehicle reaches the intersection, and the cycle information acquired by the signal information acquisition unit And a lamp color determination unit that determines the lamp color of the signal lamp at the predicted time calculated by the predicted time calculation unit, and an output unit that outputs information related to the determination result of the lamp color determination unit.

In this application, the signal information regarding the signal lamp installed in the intersection on the road of the traveling direction of the own vehicle is acquired from the roadside machine. The acquired signal information includes position information indicating the position of the intersection and cycle information indicating the timing when the lamp color of the signal lamp changes. Separately from this, travel information indicating the position and travel speed of the host vehicle is acquired, and an expected time at which the host vehicle reaches the intersection is calculated based on the acquired travel information and the position information included in the acquired signal information. To do. Then, based on the cycle information included in the acquired signal information and the calculated predicted time, when it is determined that the light color of the signal light device is red when the host vehicle reaches the intersection, the determination of the light color Outputs information related to the result. In this case, it does not matter whether the accelerator is on or off in the host vehicle.
As a result, when it is predicted that the host vehicle will eventually be stopped by a red signal, information to that effect is output to the outside.

(2) The travel information acquired by the travel information acquisition unit includes accelerator information indicating whether the accelerator of the host vehicle is on or off, and whether or not the accelerator is off based on the accelerator information acquired by the travel information acquisition unit. An accelerator determining unit that determines whether the accelerator is off by the accelerator determining unit, and a braking amount calculating unit that calculates a braking amount of the host vehicle, wherein the predicted time calculating unit further includes: It is preferable to calculate the predicted time based on the braking amount calculated by the braking amount calculation unit.

In the present application, when accelerator information indicating ON / OFF of the accelerator of the host vehicle is included in the travel information, and it is determined that the accelerator is OFF based on the accelerator information included in the acquired travel information. Then, the braking amount of the host vehicle is calculated. Then, the calculated braking amount is taken into account when calculating the expected time when the host vehicle reaches the intersection.
Thereby, for example, when the accelerator of the host vehicle is off and the inertial traveling is performed, the predicted time is calculated more accurately.

(3) It is preferable that the braking amount calculation unit calculates the braking amount based on the presence or absence of engine braking and the presence or absence of power generation while the accelerator is off.

In the present application, the amount of braking when the accelerator is off is calculated based on whether the engine travels inertially by so-called coasting and whether to generate power by the alternator or to regenerate power by the motor. .
As a result, the braking force due to engine braking or coasting and the braking force according to the generated power are taken into account when calculating the predicted time.

(4) It is preferable that the output unit does not output information related to the determination result when the accelerator determination unit determines that the accelerator is off.

In the present application, when it is determined that the accelerator is off based on the accelerator information included in the acquired travel information, information related to the determination result of the light color is not output.
Thereby, for example, when inertial traveling is already performed, output of unnecessary information is suppressed. Further, for example, when the driver turns off the accelerator according to the notification, output of unnecessary information is suppressed. Thereafter, when the accelerator is turned on and the conditions are satisfied, information relating to the determination result of the lamp color is output again.

(5) The signal information acquired by the signal information acquisition unit includes altitude information indicating a relative height of the intersection, and the gradient of the road based on the position information and altitude information acquired by the signal information acquisition unit. It is preferable that the estimated time calculating unit further calculates the estimated time based on the road gradient calculated by the road gradient calculating unit.

In the present application, the altitude information indicating the relative height of the intersection with respect to the reference point is included in the signal information, and the road gradient calculated based on the position information and the altitude information included in the acquired signal information is This is used to calculate the expected time when the vehicle reaches the intersection.
Thereby, for example, when the accelerator of the host vehicle is off and inertial traveling is performed, the predicted time is calculated more accurately.

(6) The restriction indicated by the restriction information acquired by the restriction information acquisition unit is the restriction information acquisition part that obtains restriction information indicating the restriction speed on the road, and the traveling speed indicated by the traveling information acquired by the traveling information acquisition part. It is preferable that a speed determination unit that determines whether or not the speed is slower than a predetermined speed than the speed, and the output unit does not output information related to the determination result when the speed determination unit determines that the speed is slower.

In the present application, when the restriction information indicating the speed limit on the road is acquired from, for example, a roadside device, and the travel speed indicated by the acquired travel information is slower than the speed limit indicated by the acquired restriction information, a predetermined speed or more No information related to the determination result of the lamp color is output.
Thereby, for example, when there is a high probability that the host vehicle is involved in a traffic jam, output of unnecessary information is suppressed.

(7) An image data acquisition unit that acquires image data representing an image obtained by capturing an image of the traveling direction of the host vehicle, and an image of a signal lamp whose color is red in an image based on the image data acquired by the image data acquisition unit It is preferable that the output unit does not output information relating to the determination result when it is determined that the output unit is included in the red signal determination unit. .

In the present application, when the traveling direction of the host vehicle is captured by, for example, a color camera, and the captured image includes an image of a signal lamp device whose light color is red, information on the determination result of the light color Is not output.
Thereby, for example, when there is a high probability that the driver has already noticed the red signal, output of unnecessary information is suppressed.

(8) a second travel information acquisition unit that acquires second travel information that indicates a relative distance and a relative speed with respect to another vehicle located in the travel direction of the host vehicle, and a second travel information acquisition unit that is acquired by the second travel information acquisition unit. And a rear-end collision determination unit that determines whether or not the host vehicle collides with another vehicle when the host vehicle turns off the accelerator based on the traveling information of No. 2, and the output unit performs rear-end collision with the rear-end collision determination unit. If it is determined, it is preferable not to output information related to the determination result.

In the present application, second traveling information indicating a relative distance and a relative speed with respect to another vehicle positioned in the traveling direction of the host vehicle is acquired from, for example, a radar device, and the accelerator is turned off based on the acquired second traveling information. When it is determined that the subject vehicle collides with another vehicle, information relating to the determination result of the lamp color is not output.
Thereby, for example, when the driver is naturally aware of the approach to the preceding vehicle and has a high probability of braking, the output of unnecessary information is suppressed.

(9) A driving support method according to an aspect of the present invention is a method for supporting driving with an in-vehicle device that acquires signal information related to a signal lamp installed at an intersection of a road on which the vehicle travels. Includes the step of obtaining the traveling information indicating the position and traveling speed of the host vehicle, including the position information indicating the position of the intersection and the cycle information indicating the time change of the lamp color of the signal lamp, and the acquired traveling information and position A step of calculating an expected time when the host vehicle reaches the intersection based on the information; a step of determining a lamp color of the signal lamp at the calculated predicted time based on the acquired cycle information; and a determined lamp color Output information related to the determination result.

In the present application, by operating the vehicle-mounted device by the driving support method, as in the aspect (1), when it is predicted that the host vehicle will eventually be stopped by a red signal, this is indicated to the outside. Is output.

[Details of the embodiment of the present invention]
Specific examples of the in-vehicle device according to the embodiment of the present invention will be described below with reference to the drawings. In addition, this invention is not limited to these illustrations, is shown by the claim, and it is intended that all the changes within the meaning and range equivalent to a claim are included.

(Embodiment)
FIG. 1 is a block diagram illustrating a configuration example of an in-vehicle device 100 according to an embodiment of the present invention, and FIG. 2 is an explanatory diagram schematically illustrating a positional relationship between the own vehicle 200 and another vehicle 300 and an intersection 400. It is. An in-vehicle device 100 shown in FIG. 1 is mounted on a host vehicle 200, and includes a control unit 10 having a CPU (Central Processing Unit) that controls the entire device, an output unit 11 that outputs information to the outside, And a storage unit 12 for storing various data of the processing results.

The in-vehicle device 100 also corresponds to a positioning unit 20 having various sensors, an imaging unit 30 that images the traveling direction of the host vehicle 200, an optical communication corresponding to an optical beacon, or an ITS (Intelligent Transport Systems) wireless system. A communication unit 40 that performs wireless communication and a radar unit 50 that detects a relative distance and a relative speed with respect to another vehicle 300 positioned in the traveling direction of the host vehicle 200 are provided.

The above-described units are connected to the control unit 10 through communication such as a bus or an in-vehicle LAN. The output unit 11 includes a display unit 60 that displays characters or images, a sound output unit 70 that outputs a warning sound and / or sound, a steering wheel 1 of the host vehicle 200, a seat 2 of the driver's seat, and an accelerator pedal 3. Is connected to a vibrator I / F unit 80 for driving a vibrator (not shown). The in-vehicle device 100 may include a computer terminal such as a smartphone or a tablet terminal. In addition, some or all of the positioning unit 20, the imaging unit 30, the communication unit 40, and the radar unit 50 may be separated as external devices, for example, the GPS receiver 21, the display unit 60, and the sound output unit. 70 may be included in an external navigation device.

2, the own vehicle 200 is traveling on the road A flowing into the intersection 400 at the speed V1, and the distance from the own vehicle 200 to the stop line B of the road A at the intersection 400 is L1. The other vehicle 300 is traveling at a speed V2 on the road A between the host vehicle 200 and the stop line B, and the inter-vehicle distance (relative distance) between the host vehicle 200 and the other vehicle 300 is L2 (L2 <L1). . A signal lamp 401 is installed above the road A at the intersection 400. In FIG. 2, for the sake of simplicity, the signal lamps on the opposite lane of the road A and the signal lamps on the road intersecting the road A are not shown. The stop line B is shown only for the road A.

Returning to FIG. 1, the positioning unit 20 detects a traveling speed of the host vehicle 200 and a GPS receiver 21 that receives radio waves from a plurality of GPS (Global Positioning System) satellites and measures the position of the host vehicle 200. A vehicle speed sensor 22, a rotation speed sensor 23 that detects the rotation speed of the engine, a shift position sensor 24 that detects a shift position of a gear of the transmission, and an accelerator operation sensor 25 that detects an operation on the accelerator pedal 3.

The GPS receiver 21 detects, for example, a position represented by latitude and longitude as the position of the host vehicle 200. Since the detected position includes an error of about 3 to 10 m, the detection value of the GPS receiver 21 is corrected by, for example, the traveling speed of the host vehicle 200 and the detection values of an acceleration sensor and a gyro sensor (not shown). Alternatively, another positioning device in place of the GPS receiver 21 may be used.

The vehicle speed sensor 22 detects the traveling speed based on, for example, the number of pulses per unit time generated in accordance with the rotation of the wheel of the host vehicle 200 or the propeller shaft.

The rotational speed sensor 23 detects the rotational speed of the engine based on, for example, the number of pulses per unit time generated with the rotation of the crankshaft of the engine.

The imaging unit 30 includes a color camera, images the traveling direction of the host vehicle 200, and generates image data representing the captured image at a constant cycle. The generated image data is stored in a predetermined area of the storage unit 12.

The communication unit 40 performs a road-to-vehicle communication with a roadside machine (not shown), whereby a route signal related to a signal lamp installed at one or a plurality of intersections including the intersection 400 located in the traveling direction of the host vehicle 200. Information (hereinafter simply referred to as signal information) is acquired. The signal information includes, for example, position information indicating the position of the intersection 400, cycle information indicating the timing when the lamp color of the signal lamp 401 changes, and altitude information indicating the relative height of the intersection 400. The position information and altitude information may be acquired from the roadside machine as information different from the signal information.

The position information is, for example, information indicating the position of the target intersection with respect to the reference position or the position of the stop line at the intersection, but may be information indicating the distance from the roadside machine to the stop line of the target intersection. In this case, it is good also considering the position which acquired the positional information as the position of the own vehicle 200 instead of the position measured by the GPS receiver 21.
The cycle information is information indicating the lamp color state of the signal lamp at the target intersection, the lamp color display order, the remaining scheduled display seconds, and the like.
The altitude information is information indicating the relative height of the target intersection with respect to the reference point. Instead of the altitude information included in the signal information, information indicating the height of the target intersection may be acquired from a car navigation device (not shown).

The radar unit 50 detects the relative distance and relative speed with respect to the other vehicle 300 using, for example, a laser or a millimeter wave. The radar unit 50 calculates the relative distance and relative speed with respect to the other vehicle 300 based on the image captured by the imaging unit 30. It may be detected.

The sound output unit 70 outputs a warning sound by electronic sound and / or a synthesized notification sound, for example, from a speaker (not shown).

The display unit 60 displays characters for prompting a driving operation on a part of the speedometer or a head-up display, for example, but may display an image for prompting the driving operation.

The vibrator I / F unit 80 outputs a signal for driving a vibrator disposed on each of the handle 1, the driver's seat 2, and the accelerator pedal 3. Thereby, since vibration is directly given to the driver's body, the driver is notified that information is output from the in-vehicle device.

In the above-described configuration, the in-vehicle device 100 acquires information indicating a state related to the traveling of the host vehicle 200 at a constant cycle and stores the information in the storage unit 12. That is, the in-vehicle device 100 acquires information indicating the position of the host vehicle 200 by the GPS receiver 21, acquires information indicating the traveling speed of the host vehicle 200 by the vehicle speed sensor 22, and determines the engine speed by the rotation speed sensor 23. Information indicating the shift position of the gear is acquired by the shift position sensor 24, accelerator information indicating the depression state of the accelerator pedal 3 is acquired by the accelerator operation sensor 25, and whether or not the accelerator is on is determined. Set the indicated accelerator flag. The accelerator flag is stored in the storage unit 12. Information indicating the position and traveling speed of the host vehicle 200 and accelerator information correspond to traveling information.

The in-vehicle device 100 calculates the braking amount of the host vehicle 200 by converting it into a gravitational acceleration (G value) when the accelerator is off, that is, when the inertial running is performed. The braking amount differs depending on whether the engine brake or coasting is used for inertia traveling, and the braking amount resulting from power generation by the alternator or regeneration by the motor is added to the braking amount and stored in the storage unit 12. In coasting, the engine is idling and the clutch is disengaged.

The amount of braking by the engine brake is calculated according to the engine speed and the shift position, but is approximately 0.05G. This braking amount mainly includes the mechanical friction loss, pumping loss, cooling loss, and the like of the engine.
The braking amount by coasting is calculated according to the traveling speed of the host vehicle 200, but is approximately 0.01 to 0.02G. This braking amount mainly includes the air resistance of the vehicle body, the rolling resistance of the wheels, the mechanical wear loss of the transmission, and the like.
The braking amount accompanying the power generation by the alternator and the regeneration by the motor is calculated according to the generated power and the regenerative power, respectively.

FIG. 3 is a graph showing the output current according to the rotation speed of the alternator. In the figure, the horizontal axis represents the number of revolutions (rpm), and the vertical axis represents the generated current (A). In the power generation by the alternator, the alternator rotates at approximately half the number of rotations of the engine, and a substantially constant voltage is generated. Therefore, the amount of braking accompanying power generation is approximately proportional to the generated current. In the example shown in FIG. 3, power generation is started when the alternator rotation speed is about 1250 rpm, and the power generation current is 50 A when the rotation speed is about 2850 rpm. If the generated voltage at this time is 14 V, the generated power is 700 W. Thereafter, the generated current gradually increases as the rotational speed increases.

Returning to FIG. 1, the in-vehicle device 100 further acquires the signal information related to the signal lamp 401 and the regulation information indicating the speed limit on the road A from the roadside device at a constant cycle or at an appropriate timing by the communication unit 40. And stored in the storage unit 12. In this case, the in-vehicle device 100 acquires the position information of the intersection 400 as the information included in the signal information, acquires cycle information indicating the timing at which the lamp color of the signal lamp 401 changes, and the height of the intersection 400 is determined. Get the altitude information shown. The position information and altitude information acquired at a time or in a time series for a plurality of intersections are used for calculating the road gradient. The road gradient may be calculated based on the difference between the vehicle body pitch angle detected by a gyro sensor (not shown) and the vehicle body inclination angle detected by the vehicle height sensor.

The in-vehicle device 100 further detects the other vehicle 300 traveling in front of the host vehicle 200 by the radar unit 50 at a constant cycle, and when the other vehicle 300 is present, the in-vehicle device 100 calculates the relative distance and the relative speed with respect to the other vehicle 300. Get the information shown. In this case, the other vehicle 300 is located between the host vehicle 200 and the intersection 400. The acquired information indicating the relative position and the relative speed is used for calculating the relative acceleration with respect to the other vehicle 300 and calculating the degree indicating the possibility of a rear-end collision.

In a state where each information is stored in the storage unit 12 by the above periodic preprocessing, the in-vehicle device 100 reads each information from the storage unit 12 and performs a process for supporting driving by the driver at a certain period. Run with. That is, the in-vehicle device 100 reads travel information indicating the position and travel speed of the host vehicle 200 and position information indicating the position of the intersection 400, and calculates an expected time at which the host vehicle 200 will reach the intersection 400. The in-vehicle device 100 outputs information from the output unit 11 when it is determined that the color of the signal lamp 401 at the predicted time is red based on the calculated predicted time and the read cycle information, for example, The display unit 60 displays a character or an image that prompts the accelerator to be turned off, and the sound output unit 70 outputs a warning sound and / or a notification sound. In this case, the vibrator I / F unit 80 may further drive the vibrator of the handle 1, the seat 2, or the accelerator pedal 3. Hereinafter, by outputting information from the output unit 11, displaying on the display unit 60, outputting sound to the sound output unit 70, and driving the vibrator to the vibrator I / F unit 80 are informed. .

FIG. 4 is an explanatory diagram showing a trajectory of the host vehicle 200 when a notification for prompting the accelerator to be turned off is performed, and FIG. 5 is an explanatory diagram showing an example of the notification. 4, the horizontal axis represents the distance from the current position of the host vehicle 200, and the vertical axis represents time. The current time is t0. The bar-shaped diagram shown in the vertical axis direction represents the time change of the light color of the signal lamp 401, and the coordinate value on the horizontal axis of the vertical line on the left side of the diagram is the distance from the current position to the intersection 400. Equivalent to. In this diagram, the white portion from time t0 to t1 corresponds to the period of the blue signal, and the other shaded portion corresponds to the period of the red signal.

The trajectory indicated by the solid line rising to the right is a trajectory when the host vehicle 200 travels at a constant speed that is an upper limit and a lower limit of the travel speed at which the vehicle 200 can enter the intersection 400 with a green light. That is, the traveling speed when the predicted time when the host vehicle 200 reaches the intersection 400 is time t1 is 30 km / h, and the traveling speed when the predicted time when the host vehicle 200 reaches the intersection 400 is time t2. 20 km / h. When the host vehicle 200 is traveling at a speed faster than 30 km / h at time t0, the vehicle 200 must stop at the stop line B of the intersection 400 before time t1, and as a rule, the accelerator is turned off. Make a notification.

The trajectory indicated by the alternate long and short dash line and the broken line is an example of a trajectory when the predicted time to reach the intersection 400 is time t1 when the host vehicle 200 continues traveling with coasting and engine braking. In this case, the traveling speed before deceleration at time t0 is, for example, 40 km / h and 35 km / h, respectively.

When the host vehicle 200 is traveling at a speed faster than 40 km / h and the accelerator is continuously turned off from time t0 and the vehicle is driven by engine braking, the predicted arrival time at the intersection 400 is earlier than time t1 (dashed line) In the case where the locus is drawn below), the main condition for performing the above notification is continuously established after time t0. In the case where the host vehicle 200 is traveling at 30 to 40 km / h at the time t0 (the case where a trajectory starts to be drawn between a straight line of 30 km / h and a broken line), a notification is made to prompt the accelerator to be turned off. When the accelerator is turned off, the vehicle 200 is decelerated by the engine brake to increase the inclination of the broken line of the locus, and the locus may be drawn above the straight line of 30 km / h. In this case, the notification for urging the accelerator off is stopped. In other words, when the accelerator is turned off according to the notification, there is room for the host vehicle 200 to pass through the intersection 400 with a green light.

Similarly, when the host vehicle 200 is traveling at a speed higher than 35 km / h, the accelerator is continuously turned off from time t0 and the vehicle travels by coasting, so that the expected arrival time at the intersection 400 is before time t1. In the case (case in which a locus is drawn below the one-dot chain line), the main condition for performing the above notification is continuously established after time t0. In a case where the host vehicle 200 is traveling at 30 to 35 km / h at time t0 (a case where a trajectory starts to be drawn between a 30 km / h straight line and a one-dot chain line), a notification is made to prompt the accelerator to be turned off. When the accelerator is actually turned off, the host vehicle 200 decelerates by coasting, so that the inclination of the broken line of the trajectory increases, and the trajectory may be drawn above the straight line of 30 km / h. In this case as well, there is room for the host vehicle 200 to pass through the intersection 400 with a green light, so the notification that prompts the accelerator to turn off is stopped.

Referring to FIG. 5, notification by characters or images is performed using the display unit 60 disposed at the center of the meter panel, for example. In the example shown in FIG. 5, when the pointer of the meter points to 40 km / h, a notification character “Please drive with inertia with a signal” is displayed. At the same time, the sound output unit 70 will send a notification voice saying “The signal will turn red. Turn off the accelerator”, and a beeping sound will sound in the background of the voice. To do. The characters displayed on the display unit 60 and the sound output from the sound output unit 70 may have the same content.

When calculating the above estimated time, the road gradient and / or braking amount may be taken into account. That is, when the road A has an upward slope in the direction of the intersection 400, it is calculated so that the expected time is delayed. Also in the case where the accelerator is off and the host vehicle 200 is traveling inertial, the predicted time is calculated to be delayed. In these cases, it is meaningful to perform notification that prompts the accelerator to be kept off.

The notification by the above-mentioned display, sound, voice and vibration may be suppressed according to various situations. For example, the restriction information indicating the speed limit on the road A is acquired from the roadside machine, and the notification is not performed when the traveling speed of the host vehicle 200 is slower than the speed limit by a predetermined speed or more. This is because the probability that the own vehicle 200 is involved in a traffic jam is high and there is no need to notify the vehicle.

When the accelerator is off, the above notification may be suppressed by suppressing the output of information from the output unit 11 (the same applies hereinafter). The notification may be suppressed when the image based on the image data generated by the imaging unit 30 includes an image of the signal lamp device 401 whose lamp color is red. This takes into account the high probability that the driver has already recognized the red light. The notification may be suppressed when the possibility of a rear-end collision with another vehicle 300 detected by the radar unit 50 is high. This takes into account the high probability that the driver is already aware of the approach to the other vehicle 300 and applies the brake.

In the above description using FIG. 4, the vehicle 200 is notified based on the expected time when the vehicle 200 reaches the nearest intersection 400, but signal information related to signal lamps installed at a plurality of intersections is obtained from the roadside unit. When acquired, the notification can be performed based on the predicted time when the host vehicle 200 reaches a plurality of intersections.

FIG. 6 is another explanatory diagram showing the trajectory of the host vehicle 200 when a notification for urging the accelerator off is performed. The horizontal axis in FIG. 6 represents the distance from the current position of the host vehicle 200, and the vertical axis represents time. The current time is t0. The two rod-shaped diagrams shown in the vertical axis direction represent the temporal changes in the color of the signal lamp 401 and the other signal lamps installed at the next intersection. The vertical line on the left side of each diagram The coordinate value on the horizontal axis corresponds to the distance from the current position to the intersection 400 and the next intersection. In these diagrams, the white portions from time t11 to t12 and from time t21 to t22 correspond to the green signal period, and the other shaded portions correspond to the red signal period.

A straight line indicated by a solid line rising to the right is a trajectory when the vehicle 200 travels at a constant speed that is an upper limit and a lower limit of the travel speed at which the vehicle 200 can enter the intersection 400 and the next intersection with a green light. That is, the traveling speed when the predicted time when the host vehicle 200 reaches the next intersection is time t21 is 30 km / h, and the predicted time when the host vehicle 200 reaches the intersection 400 is time t12. The traveling speed is 20 km / h. When the traveling speed is higher than 30 km / h, even if the vehicle can pass through the intersection 400 with a green signal, the host vehicle 200 must stop at the red signal of the next intersection. It is preferable to perform notification.

The straight line indicated by the alternate long and short dash line is an example of a trajectory when the predicted time to reach the next intersection is time t21 when the host vehicle 200 continues traveling by coasting or engine braking. In this case, the traveling speed before deceleration at time t0 is, for example, 37 km / h. On the other hand, the trajectory indicated by the broken line indicates that when the host vehicle 200 continues traveling by coasting or engine braking, the predicted time to reach the intersection 400 is the time t11, and the predicted time to reach the next intersection is It is an example of a locus when it comes before time t21. In this case, the traveling speed before deceleration at time t0 is, for example, 40 km / h.

While the host vehicle 200 is traveling at a speed faster than 40 km / h, the accelerator is continuously turned off from time t0 and the vehicle travels by coasting or engine brake, so that the expected arrival time at the intersection 400 is before time t11. In the case (case where a locus is drawn below the wavy line), the main condition for performing the above notification is continuously established after time t0. In the case where the host vehicle 200 is traveling at 37 to 40 km / h at time t0 (the case where a trajectory starts to be drawn between the alternate long and short dash line and the broken line), a notification is made to prompt the accelerator to turn off and the accelerator is actually When the vehicle is turned off, even if the host vehicle 200 can pass through the intersection 400 with a green light, the situation remains that the vehicle has to stop at a red light at the next intersection.

In a case where the host vehicle 200 is traveling at 30 to 37 km / h at time t0 (a case where a trajectory begins to be drawn between a straight line of 30 km / h and a one-dot chain line), a notification is made to prompt the accelerator to be turned off. When the accelerator is actually turned off, the inclination of the broken line of the trajectory increases as the host vehicle 200 decelerates, and the trajectory may be drawn above the straight line of 30 km / h. In this case, the notification for urging the accelerator off is stopped. In other words, when the accelerator is turned off in response to the notification, there is room for the host vehicle 200 to pass through the intersection 400 and the next intersection with a green light.

Below, operation | movement of the vehicle-mounted apparatus 100 mentioned above is demonstrated using the flowchart which shows it.
7 is a flowchart illustrating a processing procedure of the control unit 10 that acquires travel information and calculates a braking amount, and FIG. 8 is a flowchart illustrating a processing procedure of the control unit 10 that acquires signal information. These are flowcharts which show the process sequence of the control part 10 which acquires 2nd driving | running | working information. FIG. 10 is a flowchart illustrating a processing procedure of the control unit 10 that calculates an expected time when the host vehicle 200 reaches the intersection 400. FIG. 11 illustrates a processing procedure of the control unit 10 according to an information output subroutine. It is a flowchart. FIG. 10 is a flowchart of the main routine.

7 is started with a cycle of 0.2 seconds, for example, but is not limited to this cycle. The processing of FIG. 8 is started when the signal information can be acquired from the roadside device in a timely manner, for example, with a period of 0.5 seconds, but may be started when downlink information is received from the roadside device. . The process of FIG. 9 is started at a cycle of 0.3 seconds, for example, but is not limited to this cycle. The activation cycle of the process of FIG. 10 is longer than the activation cycle of the process shown in FIGS. 7 and 9, and is activated with a cycle of 1 second, for example, but is not limited to this cycle.

When the process of FIG. 7 is started, the control unit 10 acquires information indicating the position of the host vehicle 200 (in the drawing, simply expressed as the position of the host vehicle 200, and so on) by the GPS receiver 21 (S11). ), Information indicating the traveling speed of the host vehicle 200 is acquired by the vehicle speed sensor 22 (S12). The control unit 10 also acquires information indicating the engine speed by the rotation speed sensor 23 (S13), acquires information indicating the gear shift position by the shift position sensor 24 (S14), and acquires the information by the accelerator operation sensor 25. Accelerator information indicating the depressed state of the accelerator pedal 3 is acquired (S15). The above steps S11, S12, and S15 correspond to a travel information acquisition unit that acquires travel information, and each information acquired in steps S11 to S15 is stored in the storage unit 12.

Next, the control unit 10 determines whether or not the accelerator is off based on the stored information indicating the depression state of the accelerator pedal 3 (S16: equivalent to an accelerator determination unit), and if not (S16: NO) ), The accelerator flag stored in the storage unit 12 is turned on (S17), the braking amount stored in the storage unit 12 is set to 0 (S18), and the process of FIG.

On the other hand, when the accelerator is off (S16: YES), the control unit 10 determines whether or not the host vehicle 200 is running by coasting after turning off the accelerator flag (S19), (S20), When traveling by coasting (S20: YES), a braking amount corresponding to the travel speed acquired and stored is calculated (S21) and stored in the storage unit 12. The coasting in the host vehicle 200 is managed by another process (not shown), and information indicating the coasting state is stored in the storage unit 12.

On the other hand, when the host vehicle 200 is not traveling by coasting (S20: NO), that is, when traveling by engine brake, the braking amount corresponding to the engine speed and the shift position acquired and stored is determined. Calculate (S22) and store in the storage unit 12. The above steps S21 and S22 correspond to a braking amount calculation unit.

When the process of step S21 or S22 is finished, the control unit 10 determines whether the power is being generated by the alternator or the power is being regenerated by the motor (S23). (S23: YES), a braking amount corresponding to the generated power by the alternator or the regenerative power by the motor is calculated and added to the braking amount calculated in step S21 or S22 (S24). The power generation by the alternator and the regeneration of the power by the motor are managed by other processing (not shown), and information indicating that the power is being generated and being regenerated is stored in the storage unit 12. On the other hand, when neither power generation nor regeneration is performed (S23: NO), or when the process of step S24 is completed, the control unit 10 ends the process of FIG.

Next, when the processing of FIG. 8 is activated, the control unit 10 acquires signal information from the roadside device by the communication unit 40, thereby acquiring each information included in the signal information. Specifically, the control unit 10 acquires position information of the intersection 400 (S31), acquires cycle information (S32), and further acquires altitude information of the intersection 400 (S33). The above steps S31 to S33 correspond to the signal information acquisition unit, and the information acquired in each step is stored in the storage unit 12. When the process of FIG. 8 is started irregularly, it is preferable that, for example, the remaining display seconds are counted down at regular intervals with respect to the cycle information acquired in step S32 and stored in the storage unit 12. .

Thereafter, the control unit 10 calculates the road gradient based on the position information and altitude information of the intersection 400 acquired and stored in each of steps S31 and S33, and the position information and altitude information of other intersections acquired in the past, for example. (S34: equivalent to a road gradient calculation unit) and stored in the storage unit 12. And the control part 10 acquires the regulation information in the road A from the roadside machine by the communication part 40 (S35: Regulation information acquisition part), and memorize | stores it in the memory | storage part 12, and complete | finishes the process of FIG.

Next, when the process of FIG. 9 is activated, the control unit 10 detects the other vehicle 300 by the radar unit 50 (S41) and determines whether the other vehicle 300 is in front of the host vehicle 200 ( If there is no (S42: NO), the possibility of rear-end collision stored in the storage unit 12 is set to 0 (S43), and the process of FIG. 9 is terminated.

On the other hand, when there is another vehicle 300 in front of the host vehicle 200 (S42: YES), the control unit 10 acquires the relative distance (L2 in FIG. 2) from the radar unit 50 to the other vehicle 300 (S44) and other A relative speed (V1-V2 in FIG. 2) with respect to the vehicle 300 is acquired (S45). The above steps S44 and S45 correspond to the second travel information acquisition unit.

Thereafter, the control unit 10 calculates a relative acceleration based on the acquired relative speed and, for example, a relative speed acquired in the past (S46), and performs a rear-end collision based on the acquired relative distance, the relative speed, and the calculated relative acceleration. The degree of possibility is calculated (S47), and the processing of FIG. The calculated degree is stored in the storage unit 12. For example, when information indicating the position, traveling speed, and the like of the other vehicle 300 is obtained by inter-vehicle communication, the obtained information may be used when calculating the above degree.

Next, when the main routine shown in FIG. 10 is started, the control unit 10 reads each piece of information stored in the storage unit 12. Specifically, the control unit 10 reads out information indicating the position of the host vehicle 200 and information indicating the traveling speed as travel information (S51), reads out the position information of the intersection 400 (S52), and reads out the road gradient. (S53) Further, the braking amount of the host vehicle 200 is read (S54). Thereafter, the control unit 10 calculates the predicted time when the host vehicle 200 reaches the intersection 400 based on the read information (S55: equivalent to the predicted time calculation unit), and the cycle information stored in the storage unit 12 Is read (S56).

Next, the control unit 10 determines whether or not the lamp color of the signal lamp 401 at the calculated predicted time, that is, the lamp color at the predicted time estimated from the read cycle information is red (S57: lamp). If it is not red (corresponding to a color determination unit) (S57: NO), the main routine of FIG. 10 is terminated. On the other hand, when the lamp color is red (S57: YES), the control unit 10 calls and executes a subroutine related to information output (S58), and then ends the main routine of FIG.

Next, when the subroutine related to the information output shown in FIG. 11 is called, the control unit 10 reads the restriction information on the road A stored in the storage unit 12 (S60), and also includes the vehicle 200 of the traveling information. Information indicating the travel speed is read (S61), and the speed difference is calculated by subtracting the travel speed from the speed limit indicated by the read limit information (S62). Thereafter, the control unit 10 determines whether or not the traveling speed is slower than the speed limit by a predetermined speed or more, that is, whether or not the calculated speed difference is larger than the predetermined speed (S63: equivalent to a speed determination unit). If it is greater than the speed (S63: YES), the process returns to the called routine. Thereby, when there is a high probability that the host vehicle 200 is involved in a traffic jam, unnecessary notification is suppressed.

On the other hand, when the calculated speed difference is not greater than the predetermined speed (S63: NO), the control unit 10 determines whether or not the accelerator flag stored in the storage unit 12 is off (S64) and is off. (S64: YES), the process returns to the called routine. Thereby, when the inertial running is already performed, unnecessary notification is suppressed.
Note that step S64 is executed only when accelerator off is detected and notification is not performed unconditionally. In other cases, step S64 is skipped without executing step S64, and the process proceeds to the next step S65. I will move it.

On the other hand, when the accelerator flag is on (S64: NO), the control unit 10 reads out and acquires the image data generated by the imaging unit 30 and stored in the storage unit 12 (S65: equivalent to the image data acquisition unit). Then, pattern matching is executed between the image based on the acquired image data and the image of the signal lamp with red light (S66), and it is determined whether or not the pattern matches (S67: equivalent to a red signal determination unit). . If the patterns match (S67: YES), the control unit 10 returns to the called routine. Thereby, when there is a high probability that the driver has already noticed the red light, unnecessary notification is suppressed.

On the other hand, if the patterns do not match (S67: NO), the control unit 10 reads the degree of possibility of rear-end collision stored in the storage unit 12 (S68), and determines whether the read degree is larger than a predetermined threshold value. Determine (S69: equivalent to a rear-end collision determination unit). When the degree is larger than the predetermined threshold (S69: YES), the control unit 10 returns to the called routine. Accordingly, when the driver naturally notices the approach to the other vehicle 300 and has a high probability of applying the brake, unnecessary notification is suppressed.

On the other hand, when the read degree is not greater than the predetermined threshold value (S69: NO), the control unit 10 causes the output unit 11 to output, for example, information indicating the notification voice illustrated in FIG. 5 to the sound output unit 70 (S70). ), Information indicating a warning sound is output (S71), information indicating a notification character shown in FIG. 5, for example, is output to the display unit 60 (S72), and the handle 1 is output to the vibrator I / F unit 80. Then, information indicating the drive of one or more of the seat 2 and the accelerator pedal 3 is output (S73). The information output in steps S70 to S73 described above corresponds to information related to the determination result.

Next, the control unit 10 reads the accelerator flag stored in the storage unit 12 (S74), determines whether or not the read accelerator flag is off (S75), and if it is off (S75: YES), predetermined After waiting for time (S79), the process proceeds to step S77 described later. Thereby, when step S76 is skipped and the notification is performed in the state where the accelerator flag is off, the notification is stopped after a predetermined time.

On the other hand, when the accelerator flag is on (S75: NO), the control unit 10 determines again whether the accelerator flag is off (S76). When the accelerator flag is on (S76: NO), it is turned off. Wait until When the accelerator flag is turned off (S76: YES), the control unit 10 stops the output of all information by the output unit 11 (S77). Thereby, when the notification is performed in a state where the accelerator flag is on, the notification is stopped when the driver depresses the accelerator pedal 3 thereafter.

Thereafter, the control unit 10 determines whether or not the accelerator flag is turned off again (S78), and when it is off (S78: YES), it waits until it is turned on. Thereby, the state which stopped alerting | reporting is hold | maintained. Thereafter, when the accelerator flag is turned on (S78: NO), the control unit 10 returns to the called routine. Thus, when the driver depresses the accelerator pedal 3 again, the process returns to the main routine. Next, when a notification routine is established when a subroutine related to information output is called from the main routine, each information is output again in steps S70 to S73.

As described above, according to the present embodiment, the host vehicle 200 reaches the intersection 400 based on the travel information acquired from the positioning unit 20 and the position information of the intersection 400 included in the signal information acquired by the communication unit 40. Calculate the expected time. And when it determines with the light color of the signal lamp device 401 when the own vehicle 200 arrives at the intersection 400 based on the cycle information contained in the acquired signal information, and the calculated estimated time being informed, it alert | reports Information indicating the sound, the alert sound, the notification character, and the driving of the vibrator is output.
As a result, when a situation in which the host vehicle 200 is forced to stop due to a red signal is predicted, information to that effect is output to the outside, and notification based on the output information is performed.
Therefore, it is possible to reduce unnecessary acceleration of the vehicle and contribute to improvement of fuel efficiency and to support appropriate driving.

Further, according to the embodiment, when it is determined that the accelerator is off based on the accelerator information included in the travel information acquired from the positioning unit 20, the braking amount of the host vehicle 200 is calculated. Then, the calculated braking amount is taken into account when calculating the expected time when the host vehicle 200 will reach the intersection 400.
Therefore, when the accelerator of the own vehicle 200 is off and the inertial traveling is performed, the predicted time can be calculated more accurately.

Furthermore, according to the embodiment, depending on whether the engine travels inertially by engine braking or so-called coasting, and whether the power generation by the alternator or the power regeneration by the motor is in progress, the accelerator is off. Calculate the braking amount.
Therefore, it is possible to take into account the braking force by engine braking or coasting and the braking force according to the generated power when calculating the predicted time.

Furthermore, according to the embodiment, when it is determined that the accelerator is off based on the accelerator information included in the travel information acquired from the positioning unit 20, the notification voice, the alert sound, the notification character, and the vibrator Information indicating each drive is not output.
Therefore, it is possible to suppress output of unnecessary information when inertial traveling is already performed. Further, when the driver turns off the accelerator according to the notification, it is possible to suppress output of unnecessary information. Thereafter, when the accelerator is turned on and the condition is satisfied, the information indicating the notification voice, the alert sound, the notification character, and the driving of the vibrator can be output again.

Furthermore, according to the embodiment, the slope of the road A calculated based on the position information and altitude information of the intersection 400 included in the signal information acquired by the communication unit 40 is expected to reach the intersection 400. Used to calculate time.
Accordingly, when the accelerator of the host vehicle 200 is off and inertial traveling is performed, the predicted time can be calculated more accurately.

Furthermore, according to the embodiment, when the traveling speed of the host vehicle 200 indicated by the travel information acquired from the positioning unit 20 is slower than the speed limit indicated by the restriction information acquired by the communication unit 40 by a predetermined speed or more. The information indicating the notification voice, the alert sound, the notification character, and the driving of the vibrator is not output.
Therefore, for example, when there is a high probability that the host vehicle 200 is involved in a traffic jam, output of unnecessary information can be suppressed.

Furthermore, according to the embodiment, when the image of the traveling direction of the host vehicle 200 captured by the imaging unit 30 includes an image of a signal lamp with a red color, a notification sound, a warning sound The information indicating the notification character and the driving of the vibrator is not output.
Therefore, when there is a high probability that the driver has already noticed the red signal, it is possible to suppress output of unnecessary information.

Furthermore, according to the embodiment, the second traveling information indicating the relative distance and the relative speed with respect to the other vehicle 300 located in the traveling direction of the host vehicle 200 is acquired from the radar unit 50, and the acquired second traveling information is acquired. On the other hand, when it is determined that the host vehicle 200 with the accelerator turned off collides with the other vehicle 300, the information indicating the notification sound, the alert sound, the notification character, and the driving of the vibrator is not output.
Therefore, it is possible to suppress the output of unnecessary information when the driver naturally recognizes the approach to the preceding vehicle and has a high probability of braking.

DESCRIPTION OF SYMBOLS 100 In-vehicle apparatus 1 Handle 2 Seat 3 Accelerator pedal 10 Control part 11 Output part 12 Storage part 20 Positioning part 21 GPS receiver 22 Vehicle speed sensor 23 Rotational speed sensor 24 Shift position sensor 25 Accelerator operation sensor 30 Imaging part 40 Communication part 50 Radar part 60 Display unit 70 Sound output unit 80 Vibrator I / F unit 200 Own vehicle 300 Other vehicle 400 Intersection 401 Signal lamp A Road B Stop line

Claims (9)

1. An in-vehicle device including a signal information acquisition unit that acquires signal information related to a signal lamp installed at an intersection of a road on which a vehicle travels,
   The signal information includes position information indicating the position of the intersection and cycle information indicating temporal changes in the color of the signal lamp,
   A travel information acquisition unit that acquires travel information indicating the position and travel speed of the host vehicle;
   Based on the travel information acquired by the travel information acquisition unit and the position information acquired by the signal information acquisition unit, an expected time calculation unit that calculates an expected time for the host vehicle to reach the intersection;
   Based on the cycle information acquired by the signal information acquisition unit, a lamp color determination unit that determines the lamp color of the signal lamp at the predicted time calculated by the predicted time calculation unit;
   An in-vehicle device comprising: an output unit that outputs information related to a determination result of the lamp color determination unit.
2. The travel information acquired by the travel information acquisition unit includes accelerator information indicating whether the accelerator of the host vehicle is on or off,
   An accelerator determination unit that determines whether or not the accelerator is off based on the accelerator information acquired by the travel information acquisition unit;
   A braking amount calculation unit that calculates a braking amount of the host vehicle when the accelerator determination unit determines that the accelerator is off;
   The in-vehicle device according to claim 1, wherein the predicted time calculation unit further calculates the predicted time based on the braking amount calculated by the braking amount calculation unit.
3. The in-vehicle device according to claim 2, wherein the braking amount calculation unit calculates the braking amount based on the presence or absence of engine braking and the presence or absence of power generation while the accelerator is off.
4. The in-vehicle device according to claim 2 or 3, wherein the output unit does not output information related to the determination result when the accelerator determination unit determines that the accelerator is off.
5. The signal information acquired by the signal information acquisition unit includes altitude information indicating the relative height of the intersection,
   A road gradient calculation unit that calculates the gradient of the road based on the position information and altitude information acquired by the signal information acquisition unit;
   The in-vehicle device according to any one of claims 1 to 4, wherein the predicted time calculation unit further calculates the predicted time based on the road gradient calculated by the road gradient calculation unit.
6. A regulation information obtaining unit for obtaining regulation information indicating a speed limit on the road;
   A speed determination unit that determines whether or not the travel speed indicated by the travel information acquired by the travel information acquisition unit is slower than a speed limit indicated by the regulation information acquired by the regulation information acquisition unit by a predetermined speed or more,
   The in-vehicle device according to any one of claims 1 to 5, wherein the output unit does not output information relating to the determination result when the speed determination unit determines that the output is slow.
7. An image data acquisition unit for acquiring image data representing an image obtained by imaging the traveling direction of the host vehicle;
   A red signal determination unit that determines whether or not an image based on the image data acquired by the image data acquisition unit includes an image of a signal lamp whose light color is red,
   The in-vehicle device according to any one of claims 1 to 6, wherein when the output unit determines that the red signal determination unit includes the information, the output unit does not output information related to the determination result.
8. A second travel information acquisition unit that acquires second travel information indicating a relative distance and a relative speed with respect to another vehicle located in the travel direction of the host vehicle;
   A rear-end collision determination unit that determines whether or not the host vehicle collides with another vehicle when the host vehicle turns off the accelerator based on the second travel information acquired by the second travel information acquisition unit. ,
   The in-vehicle device according to any one of claims 1 to 7, wherein when the rear-end collision determination unit determines that the rear-end collision is performed, the output unit does not output information related to the determination result.
9. A method of supporting driving with an in-vehicle device that acquires signal information related to a signal lamp installed at an intersection of a road on which a vehicle travels,
   The signal information includes position information indicating the position of the intersection and cycle information indicating temporal changes in the color of the signal lamp,
   Obtaining travel information indicating the position and travel speed of the host vehicle;
   A step of calculating an expected time at which the host vehicle reaches the intersection based on the acquired travel information and position information;
   Determining the lamp color of the signal lamp at the calculated expected time based on the acquired cycle information;
   And a step of outputting information relating to the determination result when the determined lamp color is red.

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