Driving assistance device for vehicle

Abstract

The invention provides a driving support device for a vehicle, which can effectively play a notification role and promote a driver to start the vehicle without making the driver feel boring. When the remaining time (T1) until the lighting state of the signal lamp has changed reaches the set time (Tth) during the stop of the vehicle (M) due to the red light of the signal lamp, the travel ECU (14) notifies the driver of the early warning of the signal lamp switching, and when the stop of the vehicle (M) has elapsed a delay time (Td) from the time when the vehicle (M) becomes able to travel, the delay time (Td) notifies the driver of the early warning of the signal lamp switching, and the delay time (Td) has elapsed after the delay time (Td) has elapsed. A start-up notification is made to the driver. In this case, the travel ECU (14) corrects the delay time (Td) when the advance notice is made to be longer than the delay time (Td) when the advance notice is not made.

Description

Technical Field

[0001] The present invention relates to a driving assistance device for a vehicle capable of notifying a driver of driving environment information. Background Art

[0002] Conventionally, in driving assistance devices, there is known a technology for appropriately giving a driver a predetermined reminder based on running environment information when the host vehicle is stopped.

[0003] For example, Patent Document 1 discloses a technology that uses a receiving device to acquire time series information about the lighting state of a traffic light and provides the driver with lighting time information about the remaining time until the traffic light changes to red.

[0004] For example, Patent Document 2 discloses a technology that determines that the host vehicle has reached a startable state when a preceding vehicle starts while the host vehicle is stopped, and outputs a start warning at a predetermined timing.

[0005] These notifications are effective in prompting the driver to start the vehicle at an appropriate time.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent Document 1: Japanese Patent Application Publication No. 2014-96168

[0009] Patent Document 2: Japanese Patent Application Publication No. 2019-8415 Summary of the invention

[0010] Problems to be solved by the invention

[0011] However, if the above notifications are continuously made within a short period of time, the driver may feel annoyed, and any notifications may not effectively act on the driver.

[0012] An object of the present invention is to provide a driving assistance device for a vehicle, which can effectively play the role of notification and prompt the driver to start the vehicle without making the driver feel annoyed.

[0013] Technical solutions for solving technical problems

[0014] A driving assistance device for a vehicle according to one aspect of the present invention comprises: a driving environment recognition device which recognizes driving environment information including a lighting state of a signal light; a first notification device which, while the vehicle is stopped due to the signal light turning red, gives a driver a preliminary notification of the lighting state switching when the remaining time until the lighting state of the signal light switches reaches a set time; a second notification device which, while the vehicle is stopped, gives the driver a startable notification of the vehicle after a delay time has elapsed after it is determined that the vehicle is capable of driving; and a correction device which corrects the delay time when the first notification device makes the preliminary notification to be longer than the delay time when the preliminary notification is not made.

[0015] In addition, a driving assistance device for a vehicle according to another aspect of the present invention includes: a driving environment recognition module that recognizes driving environment information including a lighting state of a signal light; and a processor. The processor, while the vehicle is stopped due to the red light of the signal light, when the remaining time until the lighting state of the signal light is switched reaches a set time, provides a driver with a pre-notification of the lighting state switching; while the vehicle is stopped, after a delay time has elapsed after determining that the vehicle is in a state where it can drive, the processor provides the driver with a startable notification of the vehicle; when providing the startable notification, the processor corrects the delay time when the first notification device provides the pre-notification to be longer than the delay time when the pre-notification is not provided.

[0016] Effects of the Invention

[0017] According to the vehicle driving assistance device of the present invention, the notification function can be effectively exerted to prompt the driver to start the vehicle without making the driver feel annoyed. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the driving assistance device;

[0019] Figure 2 is a flow chart showing a signal switching advance notification control procedure;

[0020] Figure 3 is a flow chart representing an initiatable notification control procedure;

[0021] Figure 4 is a flow chart showing a throttle opening suppression control procedure;

[0022] Figure 5 is a flow chart showing an engine stop control procedure;

[0023] Figure 6 is a graph showing the relationship between the distance to a signal light and the amount of delay time correction;

[0024] Figure 7 is a graph showing the relationship between the elapsed time after the advance notification and the throttle opening suppression coefficient;

[0025] Figure 8 is an explanatory diagram showing a state in which the vehicle stops due to a red traffic light;

[0026] Fig. 9 This is an explanatory diagram showing a state in which a traffic light switches from red to green and the vehicle can travel;

[0027] Fig.10 This is an explanatory diagram showing a state in which the host vehicle stops behind the vehicle ahead due to a red traffic light;

[0028] Fig.11 This is an explanatory diagram showing a state in which the vehicle ahead starts after the traffic light turns green and the vehicle can start;

[0029] Fig.12 is an explanatory diagram showing a state where the vehicle is stopped due to a traffic jam;

[0030] Fig.13 This is an explanatory diagram showing a state in which the traffic jam is relieved and the vehicle can be started. DETAILED DESCRIPTION

[0031] An embodiment of the present invention is described in detail below in conjunction with the accompanying drawings. In addition, in the drawings used in the following description, in order to make each component a size that can be recognized on the drawings, the scale of each component is different. Therefore, the present invention is not limited to the number of components recorded in these drawings, the shape of the components, the ratio of the size of the components, and the relative positional relationship of the components.

[0032] like Figure 1 As shown, the driving assistance device 1 includes a camera unit 10 fixed to the upper center of the front part of the interior of a vehicle (host vehicle) M, for example.

[0033] The camera unit 10 includes a stereo camera 11 , an image processing unit (IPU) 12 , an image recognition unit (image recognition_ECU) 13 , and a travel control unit (travel_ECU) 14 .

[0034] The stereo camera 11 includes a main camera 11a and a sub-camera 11b. The main camera 11a and the sub-camera 11b are arranged, for example, at left-right symmetrical positions in the center of the vehicle width direction. The main camera 11a and the sub-camera 11b include imaging elements such as CMOS and color filters. Thus, the main camera 11a and the sub-camera 11b perform color photography of the driving environment outside the vehicle from different viewpoints at a predetermined photography cycle synchronized with each other.

[0035] The IPU 12 performs a predetermined image processing on the driving environment image captured by the stereo camera 11. Thus, the IPU 12 detects the edges of various objects such as the three-dimensional objects displayed on the image or the dividing lines on the road surface. In addition, the IPU 12 obtains the distance information based on the positional offset of the corresponding edges on the left and right images. Thus, the IPU 12 generates image information (distance image information) containing the distance information.

[0036] The image recognition_ECU13 obtains information about the lane in which the host vehicle M is traveling (host vehicle driving lane) based on the distance image information received from the IPU12. For example, the image recognition_ECU13 obtains the road curvature [1 / m] of the left and right dividing lines that divide the host vehicle driving lane, and the width between the left and right dividing lines (lane width). In addition, the image recognition_ECU13 also obtains the road curvature of the left and right dividing lines that divide the lanes adjacent to the lane in which the host vehicle M is traveling, and the width between the left and right dividing lines.

[0037] In addition, the image recognition_ECU13 performs predetermined pattern matching on the distance image information. Thus, the image recognition_ECU13 recognizes three-dimensional objects such as guardrails, curbs, central dividing strips, and surrounding vehicles extending along the road. Here, the image recognition_ECU13 also recognizes additional information when recognizing the three-dimensional object, such as the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle M.

[0038] In addition, the image recognition_ECU 13 recognizes the traffic light in front of the vehicle M. When recognizing the traffic light, the image recognition_ECU 13 recognizes the lighting state of each light (blue light, yellow light, and red light) arranged on the traffic light body. In addition, when the traffic light body is attached with an arrow light, the image recognition_ECU 13 also recognizes the lighting state of the arrow light.

[0039] Then, the image recognition_ECU 13 outputs the recognized various information to the driving_ECU 14 as driving environment information.

[0040] As described above, in the present embodiment, the image recognition_ECU 13 , together with the stereo camera 11 and the IPU 12 , corresponds to a specific example of a driving environment recognition device (driving environment recognition module) that recognizes driving environment information outside the vehicle.

[0041] The travel_ECU 14 is a control unit for overall control of the driving assistance device 1 .

[0042] In the driving_ECU14, as various control units, the cab control unit (CP_ECU) 21, the engine control unit (E / G_ECU) 22, the transmission control unit (T / M_ECU) 23, the brake control unit (BK_ECU) 24, and the power steering control unit (PS_ECU) 25 are connected through in-vehicle communication lines such as CAN (Controller Area Network).

[0043] In addition, a positioning unit 36 ​​and the like are connected to the driving_ECU 14 as various sensors.

[0044] The CP_ECU 21 is connected to a human-machine interface (HMI) 31 disposed around the driver's seat. The HMI 31 includes, for example, a display device 31a, a speaker 31b, and the like.

[0045] The display device 31a notifies the driver or the like of various information related to driving assistance control, etc. by displaying the information. The display device 31a is preferably constituted by, for example, a touch panel display that the driver or the like can perform input operations.

[0046] The speaker 31 b notifies the driver and the like of various information related to driving assistance control and the like by voice.

[0047] When receiving various information related to driving assistance control etc. from the driving ECU 14, the CP_ECU 21 appropriately notifies the driver of the received information. Such notification is performed by display using the display device 31a and voice output using the speaker 31b.

[0048] The output side of the E / G_ECU 22 is connected to engine auxiliary devices such as a throttle actuator 32. In addition, the input side of the E / G_ECU 22 is connected to various sensors such as an accelerator opening sensor 41.

[0049] The E / G_ECU 22 drives and controls the throttle actuator 32 according to the control signal from the driving_ECU 14 or the detection signal from various sensors. Thus, the E / G_ECU 22 adjusts the intake air amount of the engine to generate the desired engine output. In addition, the E / G_ECU 22 outputs the signals such as the accelerator opening detected by various sensors to the driving_ECU 14.

[0050] Thus, in the present embodiment, the E / G_ECU 22 corresponds to a specific example of a drive source control device (engine control device).

[0051] The output side of T / M_ECU23 is connected to the oil pressure control circuit 33. In addition, various sensors such as a shift position sensor (not shown) are connected to the input side of T / M_ECU23. T / M_ECU23 performs oil pressure control on the oil pressure control circuit 33 based on the engine torque signal estimated in E / G_ECU22 and the detection signals from various sensors. Thus, T / M_ECU23 operates the friction engagement element and pulley provided in the automatic transmission, so that the engine output is changed according to the desired speed ratio. In addition, T / M_ECU23 outputs the signals such as the shift position detected by various sensors to driving_ECU14.

[0052] The output side of BK_ECU24 is connected to a brake actuator 34. The brake actuator 34 adjusts the brake fluid pressure output to the brake cylinders provided on each wheel. In addition, the input side of BK_ECU24 is connected to various sensors such as a brake pedal sensor, a yaw rate sensor, a front and rear acceleration sensor, and a vehicle speed sensor (not shown).

[0053] The BK_ECU 24 controls the driving of the brake actuator 34 based on the control signal from the driving_ECU 14 or the detection signals from various sensors. Thus, the BK_ECU 24 causes each wheel to appropriately generate a braking force for performing compulsory braking control and yaw rate control on the host vehicle M. In addition, the BK_ECU 24 outputs signals such as the brake operation state, yaw rate, longitudinal acceleration, and vehicle speed (host vehicle speed) detected by various sensors to the driving_ECU 14.

[0054] The electric power steering motor 35 is connected to the output side of the PS_ECU 25. The electric power steering motor 35 applies a steering torque caused by the rotational force of the motor to the steering mechanism. In addition, the input side of the PS_ECU 25 is connected to various sensors such as a steering torque sensor and a steering angle sensor.

[0055] The PS_ECU 25 drives and controls the electric power steering motor 35 according to the control signal from the driving_ECU 14 or the detection signal from various sensors. Thus, the PS_ECU 25 generates a steering torque for the steering mechanism. In addition, the PS_ECU 25 outputs the signals such as the steering torque and the steering angle detected by various sensors to the driving_ECU 14.

[0056] The positioning unit 36 ​​includes a GNSS sensor 36 a , a high-precision road map database (road map DB) 36 b , and a communicator 36 c .

[0057] The GNSS sensor 36a receives positioning signals transmitted from a plurality of positioning satellites, thereby locating the position (latitude, longitude, altitude, etc.) of the host vehicle M.

[0058] The road map DB36b is a large-capacity storage medium such as an HDD. High-precision road map information (dynamic map) is stored in the road map DB36b. The road map information includes lane width data, lane center position coordinate data, lane travel azimuth data, speed limit data, etc., as lane data required for automatic driving. The lane data is stored at intervals of several meters on each lane on the road map. Furthermore, in the road map DB36b, for example, traffic light data is stored as data accompanying the lane data. In addition, as dynamic information that is updated sequentially using external communications, the traffic light data may also include lighting information of each light device.

[0059] The road map DB 36 b outputs road map information of a set range based on the position of the vehicle located by the GNSS sensor 36 a to the driving_ECU 14 as driving environment information, for example, in response to a request signal from the driving_ECU 14 .

[0060] The communicator 36c sends and receives various traffic information through communication with the outside of the vehicle. For example, the communicator 36c receives various traffic information sent from the road traffic information communication system [VICS (registered trademark): Vehicle Information Communication System] through road-to-vehicle communication. In addition, the communicator 36c can also receive various traffic information sent from surrounding vehicles through vehicle-to-vehicle communication. The traffic information received by the communicator 36c through road-to-vehicle communication includes, for example, information such as the lighting status of traffic lights and the switching time of the lighting status. In this way, various traffic information received through external communication with the outside of the vehicle can be used as dynamic information for sequentially updating the road map DB36b.

[0061] Thus, in the present embodiment, the road map DB 36 b together with the GNSS sensor 36 a and the communicator 36 c serve as a driving environment recognition device (driving environment recognition module) for recognizing driving environment information outside the vehicle, which corresponds to a specific example.

[0062] The driving_ECU 14 performs driving assistance control on the host vehicle M based on driving information of the host vehicle M input from various vehicle-mounted sensors and driving environment information input from the image recognition_ECU 13 and the positioning unit 36 ​​.

[0063] The driving_ECU 14 realizes driving assistance control mainly by appropriately combining following vehicle distance control (ACC: Adaptive Cruise Control), lane center keeping control (ALKC: Active Lane Keep Centering), lane departure prevention control (ALKB: Active Lane Keep Bouncing), and the like.

[0064] In addition, the driving_ECU 14 performs various notification controls for the driver as part of the driving assistance control. As one of the notification controls for the driver, the driving_ECU 14 performs a notification (start notification) for prompting the vehicle M to start while it is stopped. The start notification is performed when the driving environment information satisfies a preset condition while the vehicle M is stopped.

[0065] For example, when the vehicle M stops at a red light, the driving_ECU 14 performs a switching advance notification related to the lighting state of the signal light as the first start notification. The advance notification is a notification for notifying the driver of the switching of the lighting state of the signal light when the remaining time T1 until the lighting state of the signal light is switched reaches a set time Tth (for example, Tth = 2 seconds). Here, in the present embodiment, the case where the lighting state of the signal light is switched includes, for example, the case where the red light is turned off and the green light is turned on, and the case where the arrow light device that allows the vehicle M to travel is turned on when the red light is turned on.

[0066] In order to perform such advance notification, for example, dynamic information on traffic lights is input from the road map DB 36 b to the travel_ECU 14 , or reception information on traffic lights is input from the communicator 36 c to the travel_ECU 14 .

[0067] Furthermore, for example, when the host vehicle M stops due to a red light or traffic jam, the travel_ECU 14 issues a startable notification as the second start notification. The startable notification is a notification for the driver to recognize that the host vehicle M is in a startable state.

[0068] Here, the state in which the host vehicle M can be started differs depending on the running environment when the host vehicle M is stopped.

[0069] For example, when the host vehicle M stops due to a red traffic light and there is no stopped vehicle ahead of the host vehicle M (see Figure 8 ), when the driving_ECU14 switches the lighting state of the signal lamp (refer to Fig. 9 ), it is determined that the vehicle M is in a state where it can be started.

[0070] In addition, for example, when the host vehicle M stops due to a red traffic light and there is a stopped vehicle P ahead of the host vehicle M (see Fig.10 ), when the driving_ECU 14 switches the lighting state of the signal lamp and the vehicle P ahead starts (refer to Fig.11 ), it is determined that the vehicle M is in a state where it can be started.

[0071] In addition, for example, regardless of the lighting state of the traffic light, when there is a stopped vehicle P ahead of the vehicle M due to traffic congestion or the like (see Fig.12 ), the driving_ECU14 is activated when the traffic jam is relieved and the vehicle ahead P starts (refer to Fig.13 ), it is determined that the vehicle M is in a state where it can be started.

[0072] This start-up notification is made when the host vehicle M has not started even after a predetermined delay time Td has elapsed since the host vehicle M has become start-up-enabled. Therefore, a reference value of the delay time Td (eg, Td=2 seconds) is preset in the travel_ECU 14 .

[0073] However, when the advance notice is given, the driving_ECU 14 corrects the delay time Td to the long side. The correction amount of the delay time Td is preferably such that the closer the position where the vehicle M stops is to the traffic light, the larger the value on the long side. Figure 6 As shown, a map indicating the relationship between the distance from the traffic light to the host vehicle M and the correction amount is stored in the travel_ECU 14 .

[0074] As described above, in the present embodiment, the travel_ECU 14 corresponds to a specific example of the first notification device, the second notification device, and the correction device.

[0075] In addition, as described above, when the start notification includes the advance notification, it is preferable to ensure sufficient safety even if the driver mistakenly operates the accelerator pedal in response to the advance notification. Therefore, when the driving_ECU 14 issues the advance notification, the E / G_ECU 22 suppresses the output of the engine corresponding to the accelerator pedal depression amount during the period from the advance notification to the start-up notification.

[0076] For example, such suppression of the engine output can be achieved by multiplying the throttle opening calculated according to the accelerator depression amount by a predetermined suppression coefficient Cs. In this case, preferably, the shorter the elapsed time Tp after the advance notification, the greater the suppression amount of the engine output. Therefore, a map showing the relationship between the elapsed time Tp after the advance notification and the suppression coefficient Cs for the throttle opening is stored in the E / G_ECU 22.

[0077] In addition, when the advance notification is made as the start notification, it is assumed that the host vehicle M starts within a short time from the advance notification. Therefore, after the advance notification, it is preferable to maintain the state in which the host vehicle M can be started quickly, so as to prepare for the start-permit notification. Therefore, even if the engine stop condition such as idling stop is satisfied while the host vehicle M is stopped, the E / G_ECU 22 prohibits the engine from stopping after the advance notification is made.

[0078] Next, follow Figure 2 The flowchart showing the signal switching advance notification control routine is shown in FIG. 1 , and the signal switching advance notification control is described. This routine is repeatedly executed in the travel_ECU 14 at every set time.

[0079] When the program starts, the travel_ECU 14 checks in step S101 whether the host vehicle M is in a stopped state.

[0080] Then, in step S101 , when it is determined that the host vehicle M is traveling (step S101 : No), the traveling_ECU 14 directly exits the routine.

[0081] On the other hand, when it is determined in step S101 that the host vehicle M is stopped (step S101 : Yes), the travel_ECU 14 proceeds to step S102 .

[0082] In step S102 , the travel_ECU 14 checks whether the host vehicle M is stopped due to a red light. That is, the travel_ECU 14 checks whether there is a red traffic light ahead of the driving lane of the stopped host vehicle M based on the driving environment information, for example.

[0083] Then, in step S102 , when it is determined that the host vehicle M has stopped due to reasons other than the lighting of the red light, the travel_ECU 14 directly exits the routine.

[0084] On the other hand, when it is determined in step S102 that the host vehicle M has stopped due to the lighting of the red light, the travel_ECU 14 proceeds to step S103 .

[0085] In step S103 , the travel_ECU 14 obtains information about the traffic light that caused the host vehicle M to stop. Specifically, the travel_ECU 14 obtains information about the traffic light that caused the host vehicle M to stop, such as the remaining time T1 until the current lighting state changes, from the positioning unit 36 ​​or the like.

[0086] In the next step S104 , the travel_ECU 14 checks whether the remaining time T1 is equal to or shorter than the set time Tth.

[0087] Then, in step S104 , when it is determined that the remaining time T1 is greater than the set time Tth (step S104 : No), the travel_ECU 14 directly exits the routine.

[0088] On the other hand, when it is determined in step S104 that the remaining time T1 is equal to or less than the set time Tth (step S104 : Yes), the travel_ECU 14 proceeds to step S105 .

[0089] In step S105 , the driving_ECU 14 checks whether a preliminary notification has been given to the driver.

[0090] Then, in step S105 , when it is determined that the advance notification has been made (step S105 : Yes), the travel_ECU 14 directly exits the routine.

[0091] On the other hand, when it is determined in step S105 that advance notification has not been made (step S105 : NO), the travel_ECU 14 proceeds to step S106 .

[0092] In step S106, the driving_ECU 14 notifies the driver of the switching advance notice related to the lighting state of the signal light, and then exits the program. That is, the driving_ECU 14, for example, instructs the CP_ECU 21 to output the advance notice. As a result, the CP_ECU 21, for example, causes the display device 31a to display a notice such as "the signal light is about to switch". Alternatively, the CP_ECU 21 outputs a notice such as "the signal light is about to switch" through a voice output from the speaker 31b, for example.

[0093] Next, follow Figure 3 The flowchart of the startability notification control routine shown in FIG. 1 is used to explain the startability notification control. This routine is repeatedly executed in the travel_ECU 14 at every set time.

[0094] When the program starts, the travel_ECU 14 checks in step S201 whether the host vehicle M is in a stopped state.

[0095] Then, in step S201 , when it is determined that the host vehicle M is traveling (step S201 : No), the traveling_ECU 14 directly exits the routine.

[0096] On the other hand, when it is determined in step S201 that the host vehicle M is stopped (step S201 : Yes), the travel_ECU 14 proceeds to step S202 .

[0097] In step S202 , the travel_ECU 14 checks whether the delay time Td for the startable notification has been set.

[0098] Then, in step S202 , when it is determined that the delay time Td for the start-up possible notification has been set (step S202 : Yes), the travel_ECU 14 proceeds to step S209 .

[0099] On the other hand, when it is determined in step S202 that the delay time Td for the start-up possible notification has not been set (step S202 : No), the travel_ECU 14 proceeds to step S203 .

[0100] In step S203 , the travel_ECU 14 determines whether the host vehicle M which is stopped has become ready to start based on the travel environment information.

[0101] In the next step S204 , the travel_ECU 14 checks whether it is determined that the host vehicle M is in a startable state.

[0102] Then, when it is determined that the host vehicle M is in a state where it cannot be started (step S204 : No), the travel_ECU 14 directly exits the routine.

[0103] On the other hand, when it is determined that the host vehicle M is in a startable state (step S204 : Yes), the travel_ECU 14 proceeds to step S205 .

[0104] In step S205, the running_ECU 14 sets a reference value of the delay time Td until the start-up notification is issued. That is, the running_ECU 14 reads, for example, a preset reference value of the delay time Td.

[0105] Next, in step S206 , the driving_ECU 14 checks whether a signal switching advance notification for a red traffic light has been issued.

[0106] Then, in step S206 , when it is determined that advance notification has not been made (step S206 : No), the travel_ECU 14 directly exits the routine. That is, the travel_ECU 14 exits the routine while maintaining the delay time Td set in step S205 .

[0107] On the other hand, when it is determined in step S206 that the advance notification has been made (step S206 : Yes), the travel_ECU 14 proceeds to step S207 .

[0108] In step S207, the driving_ECU 14 sets a correction amount for the delay time Td. That is, the driving_ECU 14 refers to, for example, Figure 6 The map shown in the figure sets the correction amount based on the distance from the traffic light to the host vehicle M.

[0109] In the next step S208 , the travel_ECU 14 corrects the delay time Td using the correction amount set in step S207 , and then exits the routine.

[0110] Furthermore, when the process proceeds from step S202 to step S209 , the travel_ECU 14 counts the elapsed time Tp1 after it is determined that the host vehicle M is in the startable state.

[0111] In the next step S210 , the travel_ECU 14 checks whether the elapsed time Tp1 is equal to or longer than the delay time Td.

[0112] Then, in step S210 , when it is determined that the elapsed time Tp1 is smaller than the delay time Td (step S210 : No), the travel_ECU 14 directly exits the routine.

[0113] On the other hand, when it is determined in step S210 that the elapsed time Tp1 is equal to or longer than the delay time Td (step S210 : Yes), the travel_ECU 14 proceeds to step S211 .

[0114] In step S211 , the travel_ECU 14 checks whether a start-up possible notification has been made.

[0115] Then, in step S211 , when it is determined that the start-up notification has been made (step S211 : Yes), the travel_ECU 14 directly exits the routine.

[0116] On the other hand, when it is determined in step S211 that the start-up notification has not been issued (step S211 : NO), the travel_ECU 14 proceeds to step S212 .

[0117] In step S212, the driving_ECU 14 exits the program after notifying the driver that the vehicle can be started. That is, the driving_ECU 14 outputs a notification of the vehicle can be started to the CP_ECU 21, for example. As a result, the CP_ECU 21 displays a notification such as "the vehicle can be started" on the display device 31a, for example. Alternatively, the CP_ECU 21 outputs a notification such as "the vehicle can be started" through the speaker 31b, for example.

[0118] Next, follow Figure 4 The flowchart showing the throttle opening degree suppression control routine shown in FIG. 1 will explain the throttle opening degree suppression control for the engine. This routine is repeatedly executed in the E / G_ECU 22 at every set time.

[0119] When the routine is started, the E / G_ECU 22 checks in step S301 whether the driving_ECU 14 has issued a signal switching advance notification.

[0120] Then, in step S301 , when it is determined that advance notification has not been made (step S301 : NO), the E / G_ECU 22 directly exits the routine.

[0121] On the other hand, when it is determined in step S301 that the advance notice has been made (step S301 : YES), the E / G_ECU 22 proceeds to step S302 .

[0122] In step S302 , the E / G_ECU 22 counts the elapsed time Tp0 after the advance notice.

[0123] In the next step S303, the E / G_ECU 22 sets the throttle opening suppression coefficient Cs according to the elapsed time Tp0. That is, the E / G_ECU 22 refers to, for example, Figure 7 The map shown in the figure sets the suppression coefficient Cs based on the elapsed time Tp0.

[0124] In the next step S304 , the E / G_ECU 22 checks whether the driver is currently performing an accelerator operation.

[0125] Then, in step S304 , when it is determined that the driver has not performed the accelerator operation (step S304 : No), the E / G_ECU 22 directly exits the routine.

[0126] On the other hand, when it is determined in step S304 that the driver is operating the accelerator (step S304 : Yes), the E / G_ECU 22 proceeds to step S305 .

[0127] In step S305, the E / G_ECU 22 checks whether the start-up notification has been issued by the travel_ECU 14. That is, the E / G_ECU 22 checks whether the start-up notification has been issued after the advance notification has been issued.

[0128] Then, in step S305 , when it is determined that the start-up possible notification has not been made (step S305 : NO), the E / G_ECU 22 proceeds to step S306 .

[0129] In step S306 , the E / G_ECU 22 performs suppression control on the throttle opening calculated from the accelerator opening using the suppression coefficient Cs, and then exits the routine.

[0130] On the other hand, when it is determined in step S305 that the start-up possible notification has been made (step S305 : Yes), the E / G_ECU 22 proceeds to step S307 .

[0131] In step S307 , the E / G_ECU 22 cancels the throttle opening degree suppression using the suppression coefficient Cs, and then exits the routine.

[0132] Next, follow Figure 5 The flowchart showing the engine stop control routine shown in FIG. 1 is used to explain the stop control of the engine. This routine is repeatedly executed in the E / G_ECU 22 at every set time.

[0133] When the routine starts, the E / G_ECU 22 checks in step S401 whether the host vehicle M is in a stopped state.

[0134] Then, in step S401 , when it is determined that the host vehicle M is traveling (step S401 : No), the E / G_ECU 22 directly exits the routine.

[0135] On the other hand, when it is determined in step S401 that the host vehicle M is stopped (step S401 : Yes), the E / G_ECU 22 proceeds to step S402 .

[0136] In step S402 , the E / G_ECU 22 checks whether the engine is operating.

[0137] Then, in step S402 , when it is determined that the engine is in the stopped state (step S402 : NO), the E / G_ECU 22 directly exits the routine.

[0138] On the other hand, when it is determined in step S402 that the engine is operating (step S402 : Yes), the E / G_ECU 22 proceeds to step S403 .

[0139] In step S403 , the E / G_ECU 22 checks whether an engine stop condition such as idling stop is satisfied.

[0140] Then, in step S403 , when it is determined that the engine stop condition is not satisfied (step S403 : NO), the E / G_ECU 22 directly exits the routine.

[0141] On the other hand, when it is determined in step S403 that the engine stop condition is satisfied (step S403 : Yes), the E / G_ECU 22 proceeds to step S404 .

[0142] In step S404 , the E / G_ECU 22 checks whether the travel_ECU 14 has issued a signal switching advance notification.

[0143] Then, in step S404 , when it is determined that advance notification has not been made (step S404 : NO), the E / G_ECU 22 directly exits the routine.

[0144] On the other hand, when it is determined in step S404 that the advance notice has been made (step S404 : Yes), the E / G_ECU 22 proceeds to step S405 .

[0145] In step S405 , the E / G_ECU 22 stops the engine and then exits the routine.

[0146] According to such an embodiment, when the remaining time T1 until the light state of the signal light is switched reaches the set time Tth while the vehicle M is stopped due to the red light of the signal light, the driving_ECU14 notifies the driver of the switch of the light state in advance. In addition, when the vehicle M is stopped, the driving_ECU14 notifies the driver of the start-up possibility after the delay time Td has passed after the vehicle M is determined to be in a state where the vehicle M can be driven. When making the start-up possibility notification, the driving_ECU14 corrects the delay time Td when the advance notification is made to be longer than the delay time Td when the advance notification is not made. Thus, the role of the notification can be effectively exerted, prompting the driver to start the vehicle M without annoying the driver.

[0147] That is, when the vehicle M stops at a red light, the driving_ECU 14 can reliably prompt the driver to quickly start the vehicle M by using both the advance notification and the startable notification. In this case, the driving_ECU 14 corrects the delay time Td when the advance notification is made to be longer than the delay time Td when the advance notification is not made. Thus, it is possible to prevent the advance notification and the startable notification from being made continuously in a short period of time.

[0148] On the other hand, the travel_ECU 14 sets the delay time Td when no advance notification is made to be shorter than the delay time Td when the advance notification is made. Therefore, in the case where no advance notification is made, the driver can be quickly notified that the vehicle M can be started. Therefore, even in the case where no advance notification is made, the driver can be reliably prompted to quickly start the vehicle M.

[0149] Here, the travel_ECU 14 does not issue a start-permit notification when the host vehicle M is started before the start-permit notification. Therefore, it is possible to avoid unnecessary notification to the driver.

[0150] Furthermore, the travel_ECU 14 performs correction when performing advance notification so that the delay time Td becomes longer as the position where the host vehicle M stops is closer to the traffic light. This makes it possible to further optimize the notification time of the startable notification.

[0151] That is, when the vehicle M stops at a position far from the traffic light, after the lighting state of the traffic light is switched, multiple vehicles start one by one. Therefore, it takes a long time for the vehicle M to become startable after the lighting state of the traffic light is switched. In contrast, when the vehicle M stops at a position close to the traffic light, after the lighting state of the traffic light is switched, the vehicle M becomes startable in a shorter time. In this way, the travel_ECU 14 adjusts the time until the vehicle M becomes startable, which varies depending on the stop position of the vehicle M, according to the correction amount of the delay time Td, thereby optimizing the notification time of the startable notification.

[0152] Furthermore, when the travel_ECU 14 issues a pre-notification, the E / G_ECU 22 suppresses the engine output corresponding to the accelerator depression amount until the start-up notification is issued. This can reliably prevent a rear-end collision with the preceding vehicle P even if the driver errs on the side of the pre-notification and performs a start operation incorrectly.

[0153] In this case, the shorter the time elapsed from the advance notification, the greater the degree of suppression of the engine output by the E / G_ECU 22. This makes it possible to more reliably prevent a rear-end collision or the like caused by a driver's erroneous operation.

[0154] Furthermore, the E / G_ECU 22 prohibits the engine from being stopped after the advance notice even when the engine stop condition is satisfied while the host vehicle M is stopped. Thus, when the start-up notification is issued, prompt start-up can be achieved in response to the start operation by the driver.

[0155] In the above-mentioned embodiment, the image recognition ECU 13, the driving ECU 14, the CP ECU 21, the E / G ECU 22, the T / M ECU 23, the BK ECU 24, and the PS ECU 25 are composed of a well-known microcomputer and its peripheral devices having a CPU, a RAM, a ROM, a non-volatile storage unit, etc., and the ROM pre-stores programs executed by the CPU, fixed data such as data tables, etc. In addition, all or part of the functions of the processor can be composed of a logic circuit or an analog circuit, and various programs can also be processed by electronic circuits such as FPGA.

[0156] The invention described in the above embodiment is not limited to the above-described embodiment, and various modifications can be made in the implementation stage without departing from the gist of the present invention.

[0157] For example, in the above embodiment, an example of a configuration using an engine as a driving source is described. Therefore, in the above embodiment, an example of a control of suppressing the output of the driving source (engine) by suppressing the throttle opening with respect to the accelerator opening during the period from the advance notification to the startable notification is described. In contrast, in electric vehicles and hybrid vehicles that include electric motors as driving sources, the output of the driving source (electric motor) can also be suppressed by suppressing the driving power of the electric motor with respect to the accelerator opening.

[0158] Furthermore, each of the above-described embodiments includes inventions at various stages, and various inventions can be extracted by appropriately combining the various disclosed constituent elements.

[0159] For example, if deleting some components from all the components shown in each embodiment can solve the problem and obtain the effect, then the structure without the components can be extracted as an invention.

[0160] Explanation of symbols

[0161] 1…Driving assistance devices

[0162] 10…Camera unit

[0163] 11…Stereo Camera

[0164] 11a…Main camera

[0165] 11b…Secondary camera

[0166] 12…IPU

[0167] 13…Image recognition_ECU

[0168] 14…Driving_ECU

[0169] 21...CP_ECU

[0170] 22...E / G_ECU

[0171] 23...T / M_ECU

[0172] 24...BK_ECU

[0173] 25…PS_ECU

[0174] 31a…Display device

[0175] 31b…Speaker

[0176] 32…Throttle valve actuator

[0177] 33…Oil pressure control circuit

[0178] 34…Brake actuator

[0179] 35…Electric power steering motor

[0180] 36…Positioning unit

[0181] 36a…GNSS sensor

[0182] 36b…Road Map DB

[0183] 36c…Communicator

[0184] 41…Accelerator opening sensor

[0185] M...Vehicle (this vehicle)

[0186] P…Vehicle ahead.

Claims

1. A driving assistance device for a vehicle, characterized in that: include: A driving environment recognition device that recognizes driving environment information including the lighting status of a signal light; a first notification device for providing a driver with an advance notification of the switching of the lighting state when the remaining time until the lighting state of the signal light switches reaches a set time while the vehicle is stopped due to the red light of the signal light; a second notification device for notifying the driver that the host vehicle can be started after a delay time has elapsed after it is determined that the host vehicle is in a state where it can travel, while the host vehicle is stopped; and Correction means corrects the delay time when the first notification means performs the advance notification to be longer than the delay time when the advance notification is not performed.

2. The driving assistance device for a vehicle according to claim 1, characterized in that: The correction device performs correction so that when the first notification device performs the advance notification, the delay time becomes longer as the host vehicle stops closer to the traffic light.

3. The driving assistance device for a vehicle according to claim 1, characterized in that: comprising a driving source control device for controlling a driving source of the host vehicle, The drive source control device suppresses the output of the drive source corresponding to the accelerator depression amount during a period from when the advance notification is issued to when the start-up permission notification is issued.

4. The vehicle driving assistance device according to claim 3, characterized in that: The driving source control device includes an engine control device, The engine control device prohibits stopping the engine after performing the advance notification even if the engine stop condition is satisfied while the host vehicle is stopped.

5. A driving assistance device for a vehicle, characterized in that: include: A driving environment recognition module, which recognizes driving environment information including the lighting status of signal lights; as well as processor, The processor notifies the driver of the switching of the lighting state when the remaining time until the lighting state of the traffic light is switched reaches a set time while the vehicle is stopped due to the red light of the traffic light, The processor notifies the driver that the vehicle can be started after a delay time has elapsed after determining that the vehicle is in a state where the vehicle is ready to travel, while the vehicle is stopped. When the processor performs the activation possible notification, the processor corrects the delay time when the first notification device performs the advance notification to be longer than the delay time when the advance notification is not performed.

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