WO2021044179A1

WO2021044179A1 - Intersection transit determination method and intersection transit determination device

Info

Publication number: WO2021044179A1
Application number: PCT/IB2019/001024
Authority: WO
Inventors: 辻正文; トンミケラネン
Original assignee: 日産自動車株式会社; ルノーエス．ア．エス．
Priority date: 2019-09-06
Filing date: 2019-09-06
Publication date: 2021-03-11

Abstract

An intersection transit determination method and intersection transit determination device that, when determining whether or not to pass through an intersection on the travel route of a vehicle: obtains an intermediate display signal timing at which a traffic light switches from permission display indicating permission to enter the intersection to an intermediate display, said traffic light switching between permission display, prohibition display indicating that entry to the intersection is prohibited, and the intermediate display which is displayed between the permission display and the prohibition display; and determines that the vehicle can pass through the intersection if a first vehicle timing at which the vehicle arrives at a starting position for the intersection is prior to the intermediate display signal timing and if the time duration from the intermediate display signal timing to the first vehicle timing is less than a prescribed time.

Description

Intersection passage determination method and intersection passage determination device

The present invention relates to an intersection passage determination method and an intersection passage determination device.

Patent Document 1 estimates and estimates the vehicle position at the timing when the traffic light changes from "yellow light" to "red light" when the vehicle moves forward and tries to pass through the intersection in response to the traffic light at the intersection. A technique for determining whether or not a vehicle can pass through an intersection is disclosed according to the positional relationship between the vehicle position and the stop position in front of the intersection. Here, "yellow traffic light" means "stop at the stop position" unless it is not possible to stop safely because it is close to the stop position, and "red traffic light" means "stop at the stop position". ..

Japanese Patent No. 6339735

However, according to the technique described in Patent Document 1, since the timing when the traffic light changes from "green light" (meaning "may proceed") to "yellow light" is not considered, the traffic light changes from "green light". Even if the vehicle can stop in front of the intersection by taking a stop action after the "yellow traffic light" is reached, the vehicle cannot perform the stop action.

The present invention has been made in view of the above problems, and an object of the present invention is to stop a vehicle before an intersection by taking a stop action after the traffic light changes from a "green light" to a "yellow light". When possible, it is an object of the present invention to provide an intersection passage determination method and an intersection passage determination device capable of stopping a vehicle.

In order to solve the above-mentioned problems, the intersection passage determination method and the intersection passage determination device according to one aspect of the present invention can enter the intersection when determining whether or not to pass the intersection arranged on the traveling path of the vehicle. The intermediate display signal timing for switching from the permitted display to the intermediate display of the traffic light that switches between the permitted display, the prohibited display that displays the prohibition of entering the intersection, and the intermediate display that is displayed between the permitted display and the prohibited display. When the first vehicle timing to be acquired and the vehicle reaches the start position of the intersection is before the intermediate display signal timing and the duration from the intermediate display signal timing to the first vehicle timing is less than the predetermined time, the vehicle is It is determined that the intersection can be passed.

According to the present invention, if the vehicle can stop before the intersection by decelerating after the traffic light changes from the "permission display" to the "intermediate display", the vehicle can be stopped. Become.

FIG. 1 is a diagram of an architecture in which the present invention can be used. FIG. 2 is a block diagram showing a configuration of an intersection passage determination device according to an embodiment of the present invention. FIG. 3 is a flowchart showing the first processing procedure of the intersection passage determination according to the embodiment of the present invention. FIG. 4A is a first schematic view showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 4B is a second schematic view showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 4C is a third schematic diagram showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 5 is a flowchart showing a second processing procedure of the intersection passage determination according to the embodiment of the present invention. FIG. 6A is a fourth schematic diagram showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 6B is a fifth schematic diagram showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 7A is a sixth schematic diagram showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 7B is a seventh schematic diagram showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 8A is an eighth schematic view showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection. FIG. 8B is a ninth schematic diagram showing the positional relationship between the vehicle position of the traffic light at a predetermined event and the intersection.

Next, embodiments of the present invention will be described in detail with reference to the drawings. In the description, the same items are designated by the same reference numerals and duplicate description will be omitted.

[Self-driving architecture]
The present invention can be used for vehicles and the like having an automatic driving function. The architecture of autonomous driving in which the present invention can be used will be described with reference to FIG.

In automatic driving, it is required to grasp the self-position and the information around the vehicle. With these grasps, the vehicle can change lanes, move in an appropriate direction at an intersection, and reach the destination. The architecture for grasping the self-position and the architecture for grasping the information around the vehicle are indicated by reference numerals 100 to 105 in FIG.

The sensor group (Sensors) represented by reference numeral 100 in FIG. 1 detects various information. The sensor group 100 includes a laser range finder that measures a distance using light waves, a camera that acquires still images and moving images, a sonar that measures a distance using ultrasonic waves, and the like. Further, the sensor group also includes a speed sensor for detecting the speed of the vehicle, an acceleration sensor for detecting the acceleration of the vehicle, a steering angle sensor for detecting the steering angle of the vehicle, and the like.

Further, the sensor group 100 may include a GPS receiver. The GPS receiver detects the position information (including latitude and longitude information) of the vehicle on the ground by receiving the radio waves from the artificial satellite. However, the method of detecting the position information of the vehicle is not limited to the GPS receiver. For example, the position may be estimated using a method called odometry. The odometry is a method of estimating the position of the vehicle A by obtaining the movement amount and the movement direction of the vehicle A according to the rotation angle and the rotation angular velocity of the vehicle A. In this case, the sensor group 100 includes a steering angle sensor, a wheel speed sensor, and a gyro sensor.

In the following description, it is assumed that the information detected by the sensor group 100 mainly includes self-position information and traveling lane information.

The information detected by the sensor group 100 is transmitted to a controller (not shown) mounted on the vehicle and processed. The information detected by the sensor group 100 is localized to fit the detected area (reference numeral 103 in FIG. 1).

The information detected by the sensor group 100 and the map information are integrated, and the environment recognition unit 104 in the controller generates a world model. The world model here is a combination of a static or dynamic high-precision map and dynamic position information such as self-position information, other vehicle information, and pedestrian information, and integrates the surrounding environment of the own vehicle. Means data.

The high-precision map will be explained here. A high-precision map is a map that includes information such as the number of lanes on a road, road width information, road information such as road undulation information, road signs indicating speed limits, one-way streets, pedestrian crossings, and road signs indicating lane markings. To say. Further, the high-precision map may include equipment information such as road structures (for example, traffic lights, telegraph columns), buildings, and the like. These high-precision map information is provided in the HD map 102 shown in FIG. The environment recognition unit 104 reads a high-precision map of the self-position and its surroundings from the HD map 102, and sets dynamic position information such as self-position information, other vehicle information, and pedestrian information on the read map. Generate a world model.

Note that various data such as road information and equipment information are not limited to those acquired from the HD map 102, and may be acquired using vehicle-to-vehicle communication and road-to-vehicle communication. When various data such as road information and equipment information are stored in a server installed outside, the controller may acquire these data from the cloud at any time by communication. In addition, the controller may periodically obtain the latest map information from a server installed outside and update the map information it holds.

The object recognition unit 105 in the controller generates recognition information of objects around the vehicle generated based on the information detected by the sensor group 100, and generates a local model. The local model includes other vehicle information, pedestrian information, and the like as object recognition information. The other vehicle information includes the speed, the direction of travel, the traveling lane, and the like of the other vehicle. Pedestrian information includes pedestrian attributes (adult or child), face orientation, direction of travel, and the like. The local model generated by the object recognition unit 105 is used to generate the world model.

Next, the driving control architecture for automatic driving will be described with reference to reference numerals 106 to 111 in FIG.

The user sets the destination using the navigation device 101 (Navigation) (reference code 106 in FIG. 1, Destination setting). The navigation device 101 reads out the HD map 102 and plans a route to reach the destination. If there is an intersection on the route to reach the destination, the timing of changing lanes to the lane entering the intersection is also planned (reference code 107 in FIG. 1, Route planning).

The controller determines the action when automatically traveling along the route based on the world model generated by the environment recognition unit 104. For example, if the color of the traffic light is red, the vehicle is stopped, and if the color of the traffic light is blue, the vehicle is driven. Further, the controller determines the timing of turning on the turn signal when changing lanes, the timing of operating the steering wheel, and the like (reference code 108 in FIG. 1, Decision Making).

Next, the controller reads the local model and the HD map 102 to plan the drive zone (reference code 109 in FIG. 1, Drive Zone planning). The drive zone is defined as the area in which the vehicle can travel. While traveling, various obstacles (other vehicles, motorcycles, falling objects on the road, etc.) are detected by the sensor group 100. The controller plans the drive zone with these obstacles in mind.

Next, the controller sets the trajectory along the drive zone (reference code 110 in FIG. 1). The trajectory is composed of a plurality of points indicating the traveling locus of the vehicle, and each point is composed of the position information of the vehicle and the posture information of the vehicle at that position. The controller generates a vehicle speed profile of the own vehicle when traveling along this trajectory based on the trajectory. The curvature limitation of the trajectory may be complemented by the vehicle speed profile, and the vehicle speed profile may be complemented by the curvature information of the trajectory, or may be generated by complementing each other. Generally, the larger the curvature of the locus, the steeper the turn. Therefore, it is conceivable to limit the vehicle speed in order to suppress the discomfort given to the occupants. On the contrary, when the vehicle speed is high, the curvature is reduced. It is conceivable that the discomfort given to the occupants can be suppressed.

Finally, the controller controls various actuators (brake actuator, accelerator actuator, steering actuator, etc.) so that the vehicle automatically travels along the set trajectory (reference numeral 111 in FIG. 1, Vehicle motion control). .. As a result, automatic operation is realized.

[Configuration of intersection passage determination device]
Next, the intersection passage determination device according to the present embodiment will be described. The intersection passage determination device 80 plays a part of a function of determining an action when automatically traveling along a route based on a world model. The intersection passage determination device 80 according to the present embodiment includes a communication unit and a controller, and the communication unit communicates with a world model (a database that stores information around the vehicle), an in-vehicle sensor, and the like. The controller acquires various information from the world model, sensors, etc. via the communication unit.

FIG. 2 is a block diagram showing the configuration of the intersection passage determination device 80. Although the controller is not shown in FIG. 2, the controller (an example of a control unit and a processing unit) is a general-purpose microcomputer including a CPU (central processing unit), a memory, and an input / output unit. A computer program (traffic light detector program) for functioning as a traffic light detector is installed in the controller. By executing the computer program, the controller functions as a plurality of information processing circuits (31, 33, 35, 41, 43, 51, 61) included in the signal detection device.

Here, an example is shown in which a plurality of information processing circuits (31, 33, 35, 41, 43, 51, 61) included in the traffic signal detection device are realized by software. However, it is also possible to configure information processing circuits (31, 33, 35, 41, 43, 51, 61) by preparing dedicated hardware for executing each of the following information processing. Further, a plurality of information processing circuits (31, 33, 35, 41, 43, 51, 61) may be configured by individual hardware. Further, the information processing circuit (31, 33, 35, 41, 43, 51, 61) may also be used as an electronic control unit (ECU) used for other control related to the vehicle.

The controller is a plurality of information processing circuits (31, 33, 35, 41, 43, 51, 61) such as a vehicle speed acquisition unit 31, a signal information acquisition unit 33, a vehicle position calculation unit 35, and a stop determination position shown in FIG. It includes a calculation unit 41, a relative position calculation unit 43, a determination unit 51, and an output unit 61.

The vehicle speed acquisition unit 31 acquires the current vehicle speed V of the vehicle from the world model, the on-board sensor, or the like.

The signal information acquisition unit 33 acquires information on a traffic light that displays whether or not to enter an intersection arranged in a vehicle's travel path from a world model, an in-vehicle sensor, or the like. In the following, the traffic light has at least a "permit display" that displays the possibility of entering the intersection, a "prohibition display" that displays the prohibition of entering the intersection, and an "intermediate display" that is displayed between the permission display and the prohibition display. It is assumed that the traffic light repeatedly switches the display in the order of "permission display", "intermediate display", and "prohibition display".

The display form does not matter as long as the signal for which information is acquired by the signal information acquisition unit 33 is a signal that performs "permission display", "intermediate display", and "prohibition display". Examples of the "permission display", "intermediate display", and "prohibition display" of the traffic light include "green light", "yellow light", and "red light", respectively. It is also possible to assume that the possibility of entering an intersection is displayed by blinking, letters, arrows, or the like.

The signal information acquisition unit 33 has an intermediate display signal timing T_Y that switches from "permission display" to "intermediate display" at the traffic light, and a prohibition display signal that switches from "intermediate display" to "prohibition display" after the intermediate display signal timing T_Y. Acquire the timing T_R.

In the present embodiment, the intermediate display signal timing T_Y and the prohibition display signal timing T_R of the traffic light are provided as cloud information outside the vehicle and will be described as already stored in the world model. T_Y and the prohibition display signal timing T_R may be detected by an in-vehicle sensor or the like, or intermediate by accumulating the information acquired when the vehicle passes the intersection and performing statistical processing. The display signal timing T_Y and the prohibition display signal timing T_R may be acquired.

Further, the signal information acquisition unit 33 may acquire information on a traffic light followed by another vehicle having a traveling route that intersects the traveling route of the vehicle in the intersection. The information on the traffic light that the other vehicle follows includes the timing T_Gc that allows the other vehicle to enter the intersection.

In addition, the signal information acquisition unit 33 may acquire the intersection start position X_Enter and the intersection end position X_Exit in addition to the traffic light information.

The vehicle position calculation unit 35 acquires the current vehicle position of the vehicle from the world model, the on-board sensor, or the like. Further, the vehicle position calculation unit 35 determines the vehicle position X_Y at the intermediate display signal timing T_Y and the prohibition display signal based on the current vehicle position, the vehicle speed V, the intermediate display signal timing T_Y, and the prohibition display signal timing T_R. The vehicle position X_R at the timing T_R may be calculated.

In addition, the vehicle position calculation unit 35 determines the timing T_Enter (first) when the vehicle arrives at the start position X_Enter of the intersection based on the current vehicle position, the vehicle speed V, the start position X_Enter of the intersection, and the end position X_Exit of the intersection. Vehicle timing) and the timing T_Exit when the vehicle arrives at the end position X_Exit of the intersection may be calculated. Further, the vehicle position calculation unit 35 may calculate the vehicle position X_Gc at the timing T_Gc at which the entry of another vehicle into the intersection is permitted.

In addition, the vehicle position calculation unit 35 determines the shape of the road connecting at the intersection (whether it is a straight road or a curved road, etc.) from the world model, the on-board sensor, or the like based on the acquired vehicle position. It may be the one to be acquired. Further, the vehicle position calculation unit 35 may acquire the presence or absence of the preceding vehicle from the world model, the on-board sensor, or the like. Further, the vehicle position calculation unit 35 may acquire the speed limit of the road on which the vehicle is traveling.

The stop determination position calculation unit 41 stops the vehicle when the vehicle starts decelerating at a predetermined deceleration at the intermediate display signal timing T_Y based on the current vehicle position, the vehicle speed V, and the intermediate display signal timing T_Y. Then, the expected stop position X_S is calculated.

In addition, the stop determination position calculation unit 41 may calculate the stop timing T_S in which the vehicle starts decelerating at a predetermined deceleration at the intermediate display signal timing T_Y and the vehicle is expected to stop.

As the predetermined deceleration used in the calculation by the stop determination position calculation unit 41, a deceleration that does not give anxiety to the occupants of the vehicle or surrounding vehicles can be set.

The relative position calculation unit 43 sets the reference position X_N within the section from the start position X_Enter of the intersection to the end position X_Exit based on the start position X_Enter of the intersection and the end position X_Exit of the intersection. For example, the intermediate position X_Half between the start position X_Enter and the end position X_Exit may be set as the reference position X_N, or the end position X_Exit may be set as the reference position X_N.

In addition, the relative position calculation unit 43 calculates the reference timing T_N (second vehicle timing) at which the vehicle arrives at the reference position X_N based on the current vehicle position, the vehicle speed V, and the set reference position X_N. You may. For example, the reference timing T_N when the intermediate position X_Half is set as the reference position X_N is set as the intermediate timing T_Half.

The determination unit 51 determines whether or not the vehicle can pass through the intersection arranged in the travel path of the vehicle based on the data acquired or calculated as described above. The details of the determination will be described later.

The determination unit 51 allows the vehicle to pass through the intersection based on the context of a plurality of timings (intermediate display signal timing T_Y, prohibition display signal timing T_R, timing T_Enter, timing T_Exit, stop timing T_S, reference timing T_N, etc.). It may be used to determine whether or not it can be performed. Further, the determination unit 51 is relative to the plurality of positions (vehicle position X_Y, vehicle position X_R, start position X_Enter, end position X_Exit, stop position X_S, reference position X_N, etc.) instead of the front-back relationship of the plurality of timings. It may be to determine whether or not a vehicle can pass through an intersection based on a specific positional relationship. There is substantially no difference between the case where the determination is made based on the context of the timing and the case where the determination is made based on the relative positional relationship of a plurality of positions.

The output unit 61 outputs the result of the determination of whether or not to pass the intersection obtained by the determination unit 51 to the outside.

[First processing procedure for determining intersection passage]
Next, the first processing procedure of the intersection passage determination by the intersection passage determination device according to the present embodiment will be described with reference to the flowchart of FIG. 3 and the schematic views of FIGS. 4A, 4B, and 4C.

The process of determining the passage of an intersection shown in FIG. 3 may be started when it is detected that there is an intersection on the traveling path of the vehicle, and is expected to be required until the vehicle reaches the intersection. It may be started when the time falls below a predetermined time. In addition, the process of determining the passage of an intersection may be started when the vehicle approaches the intersection by a predetermined distance.

In step S01, the controller calculates the vehicle position and the like at the time of a predetermined event.

Specifically, the vehicle position calculation unit 35 calculates the vehicle position X_Y and the vehicle position X_R based on the intermediate display signal timing T_Y and the prohibition display signal timing T_R. In addition, the vehicle position calculation unit 35 may calculate the timing T_Enter and the timing T_Exit based on the start position X_Enter and the end position X_Exit.

Further, the stop determination position calculation unit 41 may calculate the stop position X_S and the stop timing T_S, and the relative position calculation unit 43 calculates the reference position X_N and the reference timing T_N. It may be something to do.

Next, in step S03, the determination unit 51 determines "X_R ≧ X_Enter" (the vehicle position X_R is equal to the intersection start position X_Enter or the vehicle position X_R is the intersection start position X_Enter with reference to the traveling direction of the vehicle). Is it in front of?).

The determination unit 51 may determine "T_R ≥ T_Enter" (whether the first vehicle timing is before the prohibition display signal timing) instead of determining "X_R ≥ X_Enter".

Then, in the case of "NO" in step S03, the determination unit 51 determines in step S21 that "the vehicle cannot pass through the intersection".

For example, in the schematic diagram of FIG. 4A, the vehicle position X_R is located behind the start position X_Enter with respect to the traveling direction of the vehicle. Therefore, if the vehicle does not decelerate, the vehicle will enter the intersection even though the traffic light display is "prohibited display". Since it is unnatural that the vehicle does not decelerate when the traffic light display is "prohibited display", if "NO" in step S03, it is determined that "the vehicle cannot pass through the intersection". Judges.

If "YES" in step S03, in step S05, the determination unit 51 determines "X_Y ≥ X_Enter" (the vehicle position X_Y is equal to the start position X_Enter of the intersection with reference to the traveling direction of the vehicle, or the vehicle position X_Y. Is in front of the start position X_Enter of the intersection).

The determination unit 51 may determine "T_Y ≥ T_Enter" (whether the first vehicle timing is before the intermediate display signal timing) instead of determining "X_Y ≥ X_Enter".

Then, if "YES" in step S05, the determination unit 51 determines in step S23 that "the vehicle can pass through the intersection".

For example, in the schematic diagram of FIG. 4B, the vehicle position X_Y is located ahead of the start position X_Enter with respect to the traveling direction of the vehicle. Therefore, when the vehicle enters the intersection, the display of the traffic light is "permit display". In such a case, it is unnatural for the vehicle to decelerate before entering the intersection. Therefore, if "YES" in step S05, the determination unit 51 determines that "the vehicle can pass through the intersection". judge.

If "NO" in step S05, the determination unit 51 determines in step S07 whether "ΔX ≦ ΔXh". Here, as shown in FIG. 4C, "ΔX" indicates the distance between the vehicle position X_Y and the start position X_Enter of the intersection, and "ΔXh" indicates the distance between the vehicle position X_Y and the stop position X_S. Shown. “ΔXh” represents the moving distance until the vehicle stops when the vehicle starts the deceleration operation at the intermediate display signal timing T_Y in which the traffic light switches from the “permission display” to the “intermediate display”.

That is, in step S07, the determination unit 51 determines whether the distance ΔX between the vehicle position X_Y and the start position X_Enter of the intersection is smaller or equal to the moving distance ΔXh during the deceleration operation of the vehicle. In other words.

Instead of determining “ΔX ≦ ΔXh”, the determination unit 51 “X_S ≧ X_Enter” (the stop position X_S is equal to the start position X_Enter of the intersection with reference to the traveling direction of the vehicle, or the stop position X_S Is in front of the start position X_Enter of the intersection)) may be determined.

Further, instead of determining "ΔX≤ΔXh", the determination unit 51 determines "ΔT≤ΔTh" (the duration ΔT from the intermediate display signal timing to the first vehicle timing is until the vehicle decelerates and stops. It may determine (whether the required time is ΔTh or less), or it may determine “T_S ≧ T_Enter” (whether the first vehicle timing is before the stop timing T_S).

Then, in the case of "NO" in step S07, the determination unit 51 determines in step S21 that "the vehicle cannot pass through the intersection". If "YES" in step S07, the determination unit 51 determines in step S23 that "the vehicle can pass through the intersection".

For example, in the schematic diagram of FIG. 4C, the distance ΔX between the vehicle position X_Y and the start position X_Enter of the intersection is shorter than the moving distance ΔXh during the deceleration operation of the vehicle. In such a case, if the vehicle decelerates, the occupants of the vehicle may feel a sudden deceleration more than necessary. Also, even if the vehicle enters the intersection without decelerating, it is considered that the traffic light is in the "intermediate display" for a long time while the vehicle is passing through the intersection, so there is a possibility that the vehicle can pass through the intersection. Is considered expensive. Therefore, if "YES" in step S07, the determination unit 51 determines that "the vehicle can pass through the intersection".

On the other hand, when the distance ΔX between the vehicle position X_Y and the start position X_Enter of the intersection is longer than the moving distance ΔXh during the deceleration operation of the vehicle, even if the vehicle decelerates, the occupant of the vehicle feels. Since the deceleration is not large, it is unlikely that the deceleration operation of the vehicle will adversely affect the occupants. Also, if the vehicle enters the intersection without decelerating, it is possible to pass through the intersection because it is considered that the time when the traffic light is in the "intermediate representation" is short while the vehicle is passing through the intersection. The sex is considered to be low. Therefore, in the case of "NO" in step S07, the determination unit 51 determines that "the vehicle cannot pass through the intersection".

In the flowchart of FIG. 3, the determination unit 51 determines in step S21 that "the vehicle cannot pass through the intersection", and the determination unit 51 determines in step S23 that "the vehicle can pass through the intersection". However, it should be noted that in steps S21 and S23, the determination is made and the actual vehicle is not controlled.

[Second processing procedure for determining intersection passage]
Next, the second processing procedure of the intersection passage determination by the intersection passage determination device according to the present embodiment will be described with reference to the flowchart of FIG. 5 and the schematic views of FIGS. 6A, 6B, 7A, and 7B. To do. The second processing procedure for determining the passage of an intersection, which will be described below, can be executed in combination with the first processing procedure described above.

In the flowchart of FIG. 5, steps S01, S03, S05, S21, and S23 have the same contents as those shown in the flowchart of FIG. 3, and therefore the description thereof will be omitted.

In the case of "NO" in step S05, in step S11, the determination unit 51 determines "X_R≤X_Half" (the vehicle position X_R is equal to the intermediate position X_Half with reference to the traveling direction of the vehicle, or the vehicle position X_R is Is it behind the intermediate position X_Half)?

Instead of determining "X_R≤X_Half", the determination unit 51 may determine "T_R≤T_Half" (whether the prohibition display signal timing is before the intermediate timing T_Half).

Then, if "YES" in step S11, the determination unit 51 determines in step S21 that "the vehicle cannot pass through the intersection".

In the case of "NO" in step S11, in step S13, the determination unit 51 determines "X_R> X_Exit" (whether the vehicle position X_R is ahead of the end position X_Exit of the intersection with reference to the traveling direction of the vehicle). judge.

Instead of determining "X_R> X_Exit", the determination unit 51 determines "T_R> T_Exit" (whether the prohibition display signal timing is later than the timing T_Exit when the vehicle arrives at the intersection end position X_Exit). It may be a thing.

Then, if "YES" in step S13, the determination unit 51 determines in step S23 that "the vehicle can pass through the intersection".

For example, in the schematic diagram of FIG. 6A, the vehicle position X_R is located ahead of the end position X_Exit with reference to the traveling direction of the vehicle. Therefore, even if the vehicle enters the intersection, it can be said that the vehicle can complete the passage of the intersection while the traffic light display is "intermediate display". Therefore, if "YES" in step S13, the determination unit 51 determines that "the vehicle can pass through the intersection".

On the other hand, in the case shown in the schematic view of FIG. 6B, the vehicle position X_R is located behind the intermediate position X_Half with respect to the traveling direction of the vehicle. Therefore, even if the vehicle enters the intersection, there is a high possibility that the traffic light display will switch from the "intermediate display" to the "prohibited display" before the vehicle passes half of the intersection, and the vehicle will not be able to pass through the intersection. Therefore, if "YES" in step S11, the determination unit 51 determines that "the vehicle cannot pass through the intersection".

Although not shown, when the vehicle position X_R is in the section between the intermediate position X_Half and the end position X_Exit with reference to the traveling direction of the vehicle, the traffic light is "intermediate" during the time when the vehicle passes the intersection. Since the time of "display" is longer than the time of "prohibition display" of the traffic light, the determination unit 51 may determine that "the vehicle can pass the intersection". On the other hand, since the time when the traffic light is "prohibited display" is included in the time when the vehicle passes through the intersection, the determination unit 51 may determine that "the vehicle cannot pass through the intersection".

If "NO" in step S13, in step S15, the determination unit 51 determines whether "ΔX <ΔXha". Here, as shown in FIG. 7A, "ΔX" indicates the distance between the vehicle position X_Y and the start position X_Enter of the intersection, and "ΔXha" indicates the distance between the vehicle position X_Y and the vehicle position X_R. The distance obtained by multiplying a predetermined ratio (for example, one-third) is shown.

That is, in step S15, it can be said that the determination unit 51 determines whether or not the vehicle can pass through the intersection based on the distance that the vehicle can move in the intersection while the traffic light is in the "intermediate display".

Instead of determining "ΔX <ΔXha", the determination unit 51 determines "ΔT <ΔThha" (the duration ΔT from the intermediate display signal timing to the first vehicle timing is the time during which the traffic light is the “intermediate display” ( The time obtained by multiplying the intermediate display signal timing to the prohibition display signal timing by a predetermined ratio (for example, one-third) may be determined (whether it is less than or equal to the time ΔTha).

Then, if "YES" in step S15, the determination unit 51 determines in step S23 that "the vehicle can pass through the intersection".

For example, in the schematic diagram of FIG. 7A, the distance ΔX between the vehicle position X_Y and the start position X_Enter of the intersection is "ΔXha", which is one-third of the distance between the vehicle position X_Y and the vehicle position X_R. Shorter than the distance. In this case, it can be said that the distance that the vehicle can move in the intersection while the traffic light is in the "intermediate display" is relatively long. In addition, in general, the length of time that the traffic light is in the "intermediate state" is determined according to the length of the intersection (the number of lanes that the vehicle crosses when passing through the intersection), so that the vehicle passes through the intersection. In the meantime, it can be said that the time when the traffic light is "prohibited display" is shortened. Therefore, if "YES" in step S15, the determination unit 51 determines that "the vehicle can pass through the intersection".

On the other hand, in the case shown in the schematic view of FIG. 7B, unlike the case shown in the schematic view of FIG. 7A, the distance ΔX between the vehicle position X_Y and the start position X_Enter of the intersection is between the vehicle position X_Y and the vehicle position X_R. Longer than one-third of the distance. In this case, it can be said that the distance that the vehicle can move in the intersection while the traffic light is in the "intermediate display" is relatively short. In addition, it can be said that the time during which the traffic light is "prohibited" is extended while the vehicle passes through the intersection. Therefore, if "NO" is set in step S15, the determination unit 51 may determine that "the vehicle cannot pass through the intersection".

In the case of "NO" in step S15, in step S17, the determination unit 51 determines "X_Gc> X_Exit" (whether the vehicle position X_Gc is ahead of the intersection end position X_Exit with respect to the traveling direction of the vehicle). To judge.

Instead of determining "X_Gc> X_Exit", the determination unit 51 determines "T_Gc> T_Exit" (when the timing T_Gc at which the entry of another vehicle is permitted to the intersection is permitted from the timing T_Exit when the vehicle arrives at the end position X_Exit of the intersection. May be later).

Then, in the case of "NO" in step S17, the determination unit 51 determines in step S21 that "the vehicle cannot pass through the intersection". If "YES" in step S17, the determination unit 51 determines in step S23 that "the vehicle can pass through the intersection".

By comparing the timing T_Gc, which has a travel route that intersects the travel route of the own vehicle in the intersection, with the timing T_Exit, the timing T_Gc is allowed to enter the intersection before the own vehicle completes the passage of the intersection. , It is possible to determine whether or not another vehicle may enter the intersection. Therefore, if there is a high possibility that another vehicle will enter the intersection while the own vehicle is passing through the intersection, the determination unit 51 determines that "the vehicle cannot pass through the intersection", while the own vehicle is at the intersection. If it is unlikely that another vehicle will enter the intersection while passing through the intersection, the determination unit 51 determines that "the vehicle can pass through the intersection".

[Processing procedure when the vehicle can accelerate]
Next, the processing when the vehicle can be accelerated will be described with reference to the schematic views of FIGS. 8A and 8B.

In the flowcharts shown in FIGS. 3 and 5, it is determined whether or not the intersection can be passed based on the current vehicle speed V acquired by the vehicle speed acquisition unit 31. However, if the vehicle can accelerate before it enters the intersection, the acceleration of the vehicle increases the likelihood that the vehicle can pass through the intersection while the traffic light is in the "permission display" or "intermediate display". You may be able to.

For example, in the schematic diagram shown in FIG. 8A, the vehicle position X_R is located behind the intermediate position X_Half with respect to the traveling direction of the vehicle. Therefore, the determination unit 51 determines that "the vehicle cannot pass through the intersection" (step S11 in the flowchart of FIG. 5).

On the other hand, the vehicle position X_Y and the vehicle position X_R shown in the schematic diagram shown in FIG. 8A fluctuate as the vehicle speed V increases. In addition, the stop position X_S and the reference position X_N also change. For example, FIG. 8B shows a schematic diagram when the vehicle can accelerate to a speed faster than the vehicle speed V when the vehicle position X_Y and the vehicle position X_R shown in the schematic diagram shown in FIG. 8A are calculated.

Compared with FIG. 8A, in FIG. 8B, since the vehicle speed V is increased due to the acceleration of the vehicle, the vehicle position X_Y and the vehicle position X_R move further forward with reference to the traveling direction of the vehicle. Further, the distance ΔXdr shown in FIG. 8B is longer than the distance ΔXdr shown in FIG. 8A with respect to the distance ΔXdr in which the vehicle can move while the traffic light is in the “intermediate display”.

As a result of vehicle acceleration, in the schematic diagram shown in FIG. 8B, the vehicle position X_R is located ahead of the intermediate position X_Half with respect to the traveling direction of the vehicle. Therefore, the determination unit 51 determines that "the vehicle can pass through the intersection" (steps S11 and S13 in the flowchart of FIG. 5).

As described above, the intersection passage determination device according to the present embodiment determines whether or not the vehicle can accelerate from the current vehicle speed, and when it is determined that the vehicle can accelerate, the accelerated vehicle. Multiple timings (intermediate display signal timing T_Y, prohibition display signal timing T_R, timing T_Enter, timing T_Exit, stop timing T_S, reference timing T_N, etc.) and multiple positions (vehicle position X_Y, vehicle position X_R, etc.) based on the speed. The start position X_Enter, the end position X_Exit, the stop position X_S, the reference position X_N, etc.) may be recalculated. Then, it may be determined whether or not the intersection can be passed based on a plurality of timings and a plurality of positions after the recalculation.

The intersection passage determination device according to the present embodiment acquires the shape of the road connected to the intersection, the presence or absence of a preceding vehicle, the speed limit of the running road, and the like, and determines whether or not the vehicle can accelerate. It may be.

More specifically, it may be determined that the vehicle can accelerate when the preceding vehicle does not exist within a predetermined range in front of the vehicle on the traveling path of the vehicle, or the vehicle may be traveling. If the road is a curved road and an intersection is connected to the curved road, it may be determined that the vehicle can accelerate, or the vehicle speed is higher than the speed limit of the road on which the vehicle is traveling. When is low, it may be determined that the vehicle can accelerate.

[Timing to start deceleration of the vehicle]
Note the timing at which the deceleration operation of the vehicle is actually started when it is determined that "the vehicle cannot pass through the intersection" by the intersection passage determination described so far.

If it is determined that "the vehicle cannot pass through the intersection" and the deceleration operation of the vehicle is started before the intermediate display signal timing T_Y, the deceleration operation is started even though the signal display is "permission display". As a result, the occupants of the vehicle may feel uncomfortable. Therefore, even when it is determined by the intersection passage determination that "the vehicle cannot pass through the intersection", it is desirable that the timing at which the deceleration operation of the vehicle actually starts is after the intermediate display signal timing T_Y.

Therefore, in the travel support device and the travel support method using the intersection passage determination according to the present embodiment, when it is determined by the intersection passage determination that "the vehicle cannot pass through the intersection", the vehicle decelerates after the intermediate display signal timing. To start. For example, the output unit 61 simultaneously outputs the intermediate display signal timing T_Y together with the result of the determination that "the vehicle cannot pass through the intersection", and the external travel support device that has received the result of the intersection passage determination receives the intermediate display signal. Based on the timing T_Y, the timing at which the deceleration operation of the vehicle is actually started may be determined.

[Effect of Embodiment]
As described in detail above, the intersection passage determination method and the intersection passage determination device according to the present embodiment display the possibility of entering the intersection when determining whether or not the intersection is allowed to pass along the traveling path of the vehicle. Acquires the intermediate display signal timing for switching from the permission display to the intermediate display of the traffic light that switches between the permission display, the prohibition display that displays the prohibition of entering the intersection, and the intermediate display that is displayed between the permission display and the prohibition display. When the first vehicle timing when the vehicle reaches the start position of the intersection is before the intermediate display signal timing and the duration from the intermediate display signal timing to the first vehicle timing is less than a predetermined time, the vehicle passes through the intersection. Judge that it can be done.

As a result, if the vehicle can stop before the intersection by decelerating after the traffic light changes from the "permission display" to the "intermediate display", the vehicle can be stopped. In particular, since the time from when the signal becomes the "intermediate display" until the vehicle reaches the start position of the intersection is taken into consideration, the vehicle can stop before the intersection by decelerating. Whether or not it can be determined, and when it is possible to stop before the intersection, it is possible to appropriately determine whether to stop the vehicle.

Further, in the intersection passage determination method and the intersection passage determination device according to the present embodiment, when the first vehicle timing is later than the intermediate display signal timing, the vehicle can set the duration from the intermediate display signal timing to the first vehicle timing. When it is less than or equal to the time required from the vehicle speed to decelerate at a predetermined deceleration and stop, the vehicle may be determined to be able to pass through the intersection. As a result, if the vehicle cannot stop before the intersection due to deceleration during the time before the vehicle reaches the start position of the intersection after the traffic light changes from "permission display" to "intermediate display", the vehicle will stop at the intersection. Since it is determined that the vehicle can pass through, it is possible to reduce the risk of causing the vehicle occupants to feel a deceleration that gives a sense of discomfort. Furthermore, as a result of suppressing sudden deceleration in front of the intersection, it is possible to suppress the influence on the traffic flow.

Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment are completed at a timing when another vehicle having a travel route that intersects the travel route of the vehicle in the intersection is permitted to enter the intersection. When the timing of the second vehicle is early when the position is set as the reference position, it may be determined that the vehicle can pass through the intersection. As a result, whether or not the own vehicle can pass through the intersection is determined according to whether or not another vehicle may enter the intersection while the own vehicle is passing through the intersection. Therefore, whether or not the own vehicle can pass through the intersection is determined. It is possible to suppress the influence on the traffic flow. Furthermore, when there is no possibility that another vehicle will enter the intersection, unnecessary deceleration operation in front of the intersection can be prevented, and the possibility that the own vehicle can pass through the intersection can be increased.

Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment determine whether or not the vehicle can accelerate from the vehicle speed, and when it is determined that the vehicle can accelerate, after acceleration. The first vehicle timing is recalculated based on the vehicle speed, and when the first vehicle timing after the recalculation is before the prohibition display signal timing at which the intermediate display after the intermediate display signal timing is switched to the prohibition display, at least Whether or not the intersection can be passed may be determined based on the intermediate display signal timing and the first vehicle timing after recalculation. This makes it possible to increase the possibility that the vehicle can pass through the intersection while the traffic light is in the "permit display" or the "intermediate display" due to the acceleration of the vehicle.

Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment determine that the vehicle can accelerate when the preceding vehicle does not exist within a predetermined range in front of the vehicle on the travel path of the vehicle. It may be. Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment determine that the vehicle can accelerate when the road on which the vehicle is traveling is a curved road and the intersection is connected to the curved road. It may be something to do. Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment determine that the vehicle can accelerate when the vehicle speed is lower than the speed limit of the road on which the vehicle is traveling. You may. As a result, it is possible to appropriately determine when the vehicle can accelerate, and as a result, it is possible to increase the possibility that the vehicle can pass through the intersection while the traffic light is in the "permission display" or the "intermediate display".

Further, in the intersection passage determination method and the intersection passage determination device according to the present embodiment, the first vehicle timing is later than the intermediate display signal timing, and the duration from the intermediate display signal timing to the first vehicle timing is a predetermined time or more. If, it may be determined that the vehicle cannot pass through the intersection. As a result, it is possible to determine whether or not the vehicle can be stopped before the intersection by decelerating the vehicle, and if it is possible to stop before the intersection, it is possible to appropriately determine to stop the vehicle. Can be done.

Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment include a permission display for displaying the possibility of entering the intersection and a permission display to the intersection when determining whether or not the intersection can be passed, which is arranged on the traveling path of the vehicle. Acquires the prohibition display signal timing for switching from the intermediate display to the prohibited display of the traffic light that switches between the prohibited display that displays the entry prohibition and the intermediate display that is displayed between the permitted display and the prohibited display, and the vehicle starts at the intersection. When the first vehicle timing to reach the intersection and the second vehicle timing to reach the reference position set between the start position and the end position of the intersection are calculated, and the first vehicle timing is before the prohibition display signal timing. , Whether or not the intersection can be passed may be determined based on the prohibition display signal timing and the second vehicle timing.

This makes it possible to appropriately determine that the vehicle cannot pass through the intersection when there is a high possibility that the vehicle cannot pass through the intersection at an appropriate timing due to the length of the intersection. In particular, the timing when the vehicle reaches the reference position set in the intersection and the timing when the traffic light switches from the "intermediate display" to the "prohibited display" are taken into consideration. It is possible to determine whether or not a vehicle can pass through an intersection so as to reduce the time required for "prohibition display".

Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment are vehicles when the prohibition display signal timing is later than the second vehicle timing when the intermediate position between the start position and the end position is used as the reference position. May determine that the intersection can be passed. If the traffic light display changes from "intermediate display" to "prohibited display" after the vehicle has passed half of the intersection, it is highly likely that the vehicle can pass through the intersection. By determining, unnecessary deceleration operation in front of the intersection can be prevented, and the possibility that the vehicle can pass through the intersection can be increased.

Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment can pass the intersection when the prohibition display signal timing is later than the second vehicle timing when the end position is set as the reference position. It may be a judgment. If the traffic light display changes from "intermediate display" to "prohibited display" after the vehicle has passed the intersection, it is highly likely that the vehicle can pass through the intersection. In this case, it is determined that the vehicle can pass through the intersection. This prevents unnecessary deceleration in front of the intersection and increases the possibility that the vehicle can pass through the intersection.

Further, the intersection passage determination method and the intersection passage determination device according to the present embodiment have a duration from the intermediate display signal timing to the first vehicle timing of a predetermined time or less when the first vehicle timing is later than the intermediate display signal timing. If, the vehicle may be determined to be able to pass the intersection. If the time it takes for the vehicle to reach the start position of the intersection is short after the traffic light changes from "permission display" to "intermediate display", that is, after the vehicle reaches the start position of the intersection, the vehicle enters the intersection. When the traffic light is in the "intermediate display" for a long time while passing, unnecessary deceleration operation in front of the intersection can be prevented, and the possibility that the vehicle can pass the intersection can be increased.

Further, in the intersection passage determination method and the intersection passage determination device according to the present embodiment, when the first vehicle timing is later than the intermediate display signal timing, the duration from the intermediate display signal timing to the first vehicle timing is displayed in the intermediate display. When the time is less than or equal to the predetermined time set based on the time from the signal timing to the prohibition display signal timing (for example, one-third of the time from the intermediate display signal timing to the prohibition display signal timing), the vehicle enters the intersection. It may be determined that it can pass through. Generally, the time length during which the traffic light is in the "intermediate state" is determined according to the length of the intersection (for example, the number of lanes the vehicle crosses when passing through the intersection). Therefore, it can be said that the time during which the traffic light is "prohibited" is shortened while the vehicle passes through the intersection. Therefore, while the vehicle is passing through the intersection, the time during which the traffic light is "prohibited" is reduced, and the possibility that the vehicle can pass through the intersection can be increased.

Further, the travel support method and the travel support device using the intersection passage determination method or the intersection passage determination device according to the present embodiment are controlled so that the vehicle passes through the intersection when it is determined that the vehicle can pass through the intersection. It may be something to do. As a result, when the vehicle can pass through the intersection, it is suppressed that the vehicle is inadvertently stopped in front of the intersection, and it is suppressed that the traffic flow is obstructed.

Further, the travel support method and the travel support device using the intersection passage determination method or the intersection passage determination device according to the present embodiment start deceleration of the vehicle when it is determined that the vehicle cannot pass through the intersection. You may. As a result, the vehicle can be safely stopped in a situation where the vehicle can be stopped before the vehicle enters the intersection.

Further, the traveling support method and the traveling support device using the intersection passage determination method or the intersection passage determination device according to the present embodiment switch from the permission display to the intermediate display when it is determined that the vehicle cannot pass through the intersection. The deceleration of the vehicle may be started after the signal timing. As a result, it is possible to prevent the deceleration operation from being started even though the display of the traffic light is "permission display", and it is possible to prevent the occupants of the vehicle from feeling uncomfortable.

Further, whether or not the traveling support method and the traveling support device using the intersection passage determination method or the intersection passage determination device according to the present embodiment are later than the prohibition display signal timing in which the first vehicle timing is switched from the intermediate display to the prohibition display. Is determined, and when it is determined that the timing of the first vehicle is later than the timing of the prohibition display signal, the vehicle may start decelerating. As a result, the vehicle can be safely stopped in a situation where the vehicle can be stopped before the vehicle enters the intersection.

Further, in the traveling support method and the traveling support device using the intersection passage determination method or the intersection passage determination device according to the present embodiment, it is determined that the first vehicle timing is later than the prohibition display signal timing in which the intermediate display is switched to the prohibition display. In that case, the deceleration of the vehicle may be started after the intermediate display signal timing. As a result, it is possible to prevent the deceleration operation from being started even though the display of the traffic light is "permission display", and it is possible to prevent the occupants of the vehicle from feeling uncomfortable.

Each function shown in the above-described embodiment can be implemented by one or more processing circuits. Processing circuits include programmed processors, electrical circuits, etc., as well as devices such as application specific integrated circuits (ASICs) and circuit components arranged to perform the described functions. Etc. are also included.

Although the contents of the present invention have been described above according to the embodiments, it is obvious to those skilled in the art that the present invention is not limited to these descriptions and various modifications and improvements are possible. The statements and drawings that form part of this disclosure should not be understood as limiting the invention. Various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art from this disclosure.

It goes without saying that the present invention includes various embodiments not described here. Therefore, the technical scope of the present invention is defined only by the matters specifying the invention relating to the reasonable claims from the above description.

31 Vehicle speed acquisition unit 33 Signal information acquisition unit 35 Vehicle position calculation unit 41 Stop judgment position calculation unit 43 Relative position calculation unit 51 Judgment unit 61 Output unit 80 Intersection passage judgment device 104 Environment recognition unit

Claims

It is an intersection passage determination method of a travel support device provided with a controller that acquires information from a database that stores information around the vehicle and determines whether or not the intersection can be passed in the travel path of the vehicle.
The controller acquires the vehicle speed of the vehicle and the vehicle position of the vehicle.
Acquire the start position of the intersection in the traveling route,
Permission display, which indicates that you can enter the intersection
Prohibition display indicating prohibition of entry to the intersection,
The intermediate display signal timing for switching from the permitted display to the intermediate display of the traffic light that switches and displays the intermediate display displayed between the permitted display and the prohibited display is acquired.
Based on the vehicle speed and the vehicle position, the first vehicle timing at which the vehicle reaches the start position is calculated.
It is determined whether or not the first vehicle timing is before the intermediate display signal timing.
When the first vehicle timing is before the intermediate display signal timing, it is determined whether or not the duration from the intermediate display signal timing to the first vehicle timing is less than a predetermined time.
An intersection passage determination method, characterized in that, when the duration from the intermediate display signal timing to the first vehicle timing is less than the predetermined time, it is determined that the vehicle can pass through the intersection.
The method for determining passage through an intersection according to claim 1.
An intersection passage determination method, characterized in that the time required for the vehicle to decelerate from the vehicle speed at a predetermined deceleration and stop is set to the predetermined time.
The intersection passage determination method according to claim 1 or 2.
Acquire the end position of the intersection in the traveling route,
When the timing at which the vehicle arrives at the end position is earlier than the timing at which another vehicle having a traveling route that intersects the traveling route of the vehicle at the intersection is allowed to enter the intersection. An intersection passage determination method, characterized in that it is determined that the vehicle can pass through the intersection.
The method for determining passage through an intersection according to any one of claims 1 to 3.
Determining whether the vehicle can accelerate from the vehicle speed,
When it is determined that the vehicle can be accelerated, the first vehicle timing is recalculated based on the vehicle speed after acceleration.
When the first vehicle timing after the recalculation is before the prohibition display signal timing for switching from the intermediate display to the prohibition display after the intermediate display signal timing, at least the intermediate display signal timing and the second after recalculation. (1) An intersection passage determination method comprising determining whether or not an intersection can be passed based on vehicle timing.
The method for determining passage through an intersection according to claim 4.
An intersection passage determination method, characterized in that it is determined that the vehicle can be accelerated when the preceding vehicle does not exist within a predetermined range in front of the vehicle on the traveling route of the vehicle.
The intersection passage determination method according to claim 4 or 5.
An intersection passage determination method for determining that a vehicle can accelerate when the road on which the vehicle is traveling is a curved road and the intersection is connected to the curved road.
The method for determining passage through an intersection according to any one of claims 4 to 6.
An intersection passage determination method, characterized in that it is determined that the vehicle can accelerate when the vehicle speed is lower than the speed limit of the road on which the vehicle is traveling.
The method for determining passage through an intersection according to any one of claims 1 to 7.
When the first vehicle timing is later than the intermediate display signal timing and the duration from the intermediate display signal timing to the first vehicle timing is equal to or longer than the predetermined time, the vehicle cannot pass through the intersection. An intersection passage determination method characterized by determining that.
A traveling support method using the intersection passage determination method according to any one of claims 1 to 8.
A traveling support method characterized in that when it is determined by the intersection passage determination method that the vehicle can pass through the intersection, the vehicle is controlled to pass through the intersection.
A traveling support method using the intersection passage determination method according to any one of claims 1 to 8.
A traveling support method comprising decelerating the vehicle when it is determined by the intersection passage determination method that the vehicle cannot pass through the intersection.
The driving support method according to claim 10.
A traveling support method characterized in that when it is determined by the intersection passage determination method that the vehicle cannot pass through the intersection, deceleration of the vehicle is started after the intermediate display signal timing.
A traveling support method using the intersection passage determination method according to any one of claims 1 to 8.
It is determined whether or not the first vehicle timing is later than the prohibition display signal timing for switching from the intermediate display to the prohibition display after the intermediate display signal timing.
A traveling support method comprising decelerating the vehicle when it is determined that the timing of the first vehicle is later than the timing of the prohibition display signal.
The driving support method according to claim 12.
When it is determined that the first vehicle timing is later than the prohibition display signal timing for switching from the intermediate display to the prohibition display after the intermediate display signal timing, deceleration of the vehicle is started after the intermediate display signal timing. A driving support method characterized by that.
A communication unit that communicates with a database that stores information around the vehicle,
A controller that acquires the information via the communication unit,
An intersection passage determination device for determining whether or not to pass an intersection arranged on the traveling path of the vehicle.
The controller
Acquire the vehicle speed of the vehicle and the vehicle position of the vehicle,
Acquire the start position of the intersection in the traveling route,
Permission display, which indicates that you can enter the intersection
Prohibition display indicating prohibition of entry to the intersection,
The intermediate display signal timing for switching from the permitted display to the intermediate display of the traffic light that switches and displays the intermediate display displayed between the permitted display and the prohibited display is acquired.
Based on the vehicle speed and the vehicle position, the first vehicle timing at which the vehicle reaches the start position is calculated.
It is determined whether or not the first vehicle timing is before the intermediate display signal timing.
When the first vehicle timing is before the intermediate display signal timing, it is determined whether or not the duration from the intermediate display signal timing to the first vehicle timing is less than a predetermined time.
An intersection passage determination device, characterized in that, when the duration from the intermediate display signal timing to the first vehicle timing is less than a predetermined time, it is determined that the vehicle can pass through the intersection.