Drive supporting device for vehicle

Abstract

To provide a drive supporting device for a vehicle that can effectively provide a notification to encourage the driver to start the own vehicle without causing inconvenience to the driver.SOLUTION: While the own vehicle M is stopped due to a red light of a traffic light, when a residual time T1 until a lighting state of the traffic light changes becomes a setting time Tth, a travel_ECU 14 provides a previous notice notification to a driver for switching the traffic light; and while the own vehicle M is stopped, after a delay time Td has elapsed since the own vehicle M becomes capable of driving, the travel_ECU sends a start-able notification to the driver. In this case, the travel_ECU 14 corrects the delay time Td when the previous notice notification is issued so that it is longer than the delay time Td when the previous notice notification is not issued.SELECTED DRAWING: Figure 3

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 technology]

[0002] 2. Description of the Related Art Conventionally, in the field of driving assistance devices, there is known a technique for appropriately issuing a predetermined warning to a driver based on driving environment information when the host vehicle is stopped.

[0003] For example, Patent Document 1 discloses a technique for obtaining time-series information on the lighting state of a traffic light by a receiving device and providing a driver with lighting time information on the remaining time until the traffic light changes to red.

[0004] Also, for example, Patent Document 2 discloses a technique for determining that the host vehicle has reached a state in which it is ready to start when the vehicle ahead starts to move while the host vehicle is stopped, and for outputting a start warning at a predetermined timing.

[0005] Any of these notifications is effective in encouraging the driver to start the vehicle at an appropriate time. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2014-96168 A [Patent Document 2] JP 2019-8415 A Summary of the Invention [Problem to be solved by the invention]

[0007] However, if the above-mentioned notifications are made in succession within a short period of time, the driver may feel annoyed, and there is a risk that none of the notifications will function effectively for the driver.

[0008] An object of the present invention is to provide a vehicle driving assistance device that can effectively provide a notification to prompt the driver to start the vehicle without bothering the driver. [Means for solving the problem]

[0009] A vehicle driving assistance device according to one embodiment of the present invention comprises a driving environment recognition means for recognizing driving environment information including the lighting state of traffic lights, a first notification means for giving a driver a prior notification of the change in lighting state of the traffic light when the vehicle is stopped due to the red light of the traffic light and the remaining time until the change in lighting state of the traffic light reaches a set time, a second notification means for notifying the driver that the vehicle can depart after a delay time has elapsed since the vehicle is determined to be in a state in which it is possible to drive while the vehicle is stopped, and a correction means for correcting the delay time when the prior notification is given by the first notification means so that it is longer than the delay time when the prior notification is not given.

[0010] In addition, a vehicle driving assistance device according to another aspect of the present invention includes a driving environment recognition module that recognizes driving environment information including the lighting state of traffic lights, and a processor, wherein when the vehicle is stopped due to the red light of the traffic light being turned on and the remaining time until the lighting state of the traffic light is changed reaches a set time, the processor gives the driver a warning notification of the change in lighting state, and while the vehicle is stopped, after a delay time has elapsed since it was determined that the vehicle is in a state where it is possible to drive, the processor notifies the driver that the vehicle is ready to depart, and when giving the warning notification, corrects the delay time when the warning notification is given by the first notification means so that it is longer than the delay time when the warning notification is not given. Effect of the Invention

[0011] According to the vehicle driving assistance device of the present invention, it is possible to effectively provide a notification to prompt the driver to start the host vehicle without bothering the driver. [Brief description of the drawings]

[0012] [Figure 1] Schematic diagram of a driving support device [Diagram 2] Flowchart showing a signal change advance notice control routine [Diagram 3] Flowchart showing a ready-to-go notification control routine [Figure 4] Flowchart showing throttle opening suppression control routine [Diagram 5] Flowchart showing engine stop control routine [Figure 6] A map showing the relationship between distance from a traffic light and delay time correction amount [Figure 7] A map showing the relationship between the time elapsed after the advance notice and the throttle opening suppression coefficient [Figure 8] FIG. 2 is an explanatory diagram showing a state in which the vehicle is stopped due to a red light of a traffic light; [Figure 9] FIG. 1 is an explanatory diagram showing a state when a traffic light changes from red to green and the vehicle can move. [Figure 10] FIG. 1 is an explanatory diagram showing a state in which the vehicle is stopped behind a vehicle ahead due to a red traffic light; [Figure 11] FIG. 1 is an explanatory diagram showing a state in which the vehicle in front starts moving after the traffic light has switched to a green light and the vehicle in front is able to start moving. [Figure 12] FIG. 2 is an explanatory diagram showing a state in which the vehicle is stopped due to traffic congestion; [Figure 13] FIG. 13 is an explanatory diagram showing a state when the traffic congestion has eased and the vehicle can start moving. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] An embodiment of one aspect of the present invention will be described in detail below with reference to the drawings. In the drawings used in the following description, the scale of each component is different so that each component can be recognized on the drawing. Therefore, the present invention is not limited to the number of components, the shape of the components, the size ratio of the components, and the relative positional relationship of each component shown in these drawings.

[0014] As shown in FIG. 1, the driving assistance device 1 has a camera unit 10 fixed to the center of the upper front part of the interior of a vehicle (host vehicle) M, for example.

[0015] 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 driving control unit (driving_ECU) 14.

[0016] The stereo camera 11 has a main camera 11a and a sub camera 11b. The main camera 11a and the sub camera 11b are arranged, for example, at symmetrical positions with respect to the center in the vehicle width direction. The main camera 11a and the sub camera 11b have an imaging element such as a CMOS and a color filter. As a result, the main camera 11a and the sub camera 11b capture color images of the driving environment in front of the vehicle from different viewpoints at a predetermined imaging period synchronized with each other.

[0017] The IPU 12 performs predetermined image processing on the driving environment images captured by the stereo camera 11. As a result, the IPU 12 detects edges of various objects such as three-dimensional objects and lane markings on the road surface displayed on the images. The IPU 12 also obtains distance information from the positional deviation amount of corresponding edges on the left and right images. As a result, the IPU 12 generates image information including distance information (distance image information).

[0018] The image recognition_ECU 13 obtains information on the lane in which the host vehicle M is traveling (the host vehicle driving lane) based on the distance image information received from the IPU 12. For example, the image recognition_ECU 13 obtains the road curvature [1 / m] of the dividing lines dividing the left and right sides of the host vehicle driving lane, and the width between the left and right dividing lines (lane width). The image recognition_ECU 13 also obtains the road curvature and the width between the left and right dividing lines of the dividing lines dividing the left and right sides of lanes adjacent to the lane in which the host vehicle M is traveling.

[0019] Furthermore, the image recognition_ECU 13 performs predetermined pattern matching on the distance image information. As a result, the image recognition_ECU 13 recognizes three-dimensional objects such as guardrails, curbs, median strips, and surrounding vehicles that extend along the road. When recognizing a three-dimensional object, the image recognition_ECU 13 also recognizes additional information 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.

[0020] Furthermore, the image recognition_ECU13 recognizes traffic lights ahead of the vehicle M. In this traffic light recognition, the image recognition_ECU13 recognizes the lighting state of each light (blue light, yellow light, and red light) arranged on the traffic light main body. If an arrow light is added to the traffic light main body, the image recognition_ECU13 also recognizes the lighting state of the arrow light.

[0021] Then, the image recognition_ECU 13 outputs the various recognized information to the driving_ECU 14 as driving environment information.

[0022] Thus, in this 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 means (driving environment recognition module) that recognizes driving environment information outside the vehicle.

[0023] The driving_ECU 14 is a control unit for overall control of the driving assistance device 1.

[0024] Various control units, such as a cockpit control unit (CP_ECU) 21, an engine control unit (E / G_ECU) 22, a transmission control unit (T / M_ECU) 23, a brake control unit (BK_ECU) 24, and a power steering control unit (PS_ECU) 25, are connected to the driving_ECU 14 via an in-vehicle communication line such as a CAN (Controller Area Network).

[0025] In addition, a locator unit 36 ​​and the like are connected to the travel_ECU 14 as various sensors.

[0026] A human-machine interface (HMI) 31 disposed around the driver's seat is connected to the CP_ECU 21. The HMI 31 includes, for example, a display device 31a, a speaker 31b, and the like.

[0027] The display device 31a notifies the driver, etc., of various information related to driving assistance control, etc., by displaying it. It is preferable that the display device 31a is configured, for example, with a touch panel display that allows the driver, etc., to input information.

[0028] The speaker 31b notifies the driver and the like of various information related to driving assistance control and the like by voice.

[0029] When the CP_ECU 21 receives various information related to driving assistance control and the like from the traveling_ECU 14, the CP_ECU 21 appropriately notifies the driver of the received information. Such notification is performed by display using the display device 31d and audio output using the speaker 31b.

[0030] An output side of the E / G_ECU 22 is connected to engine auxiliaries such as a throttle actuator 32. An input side of the E / G_ECU 22 is connected to various sensors such as an accelerator opening sensor 41.

[0031] The E / G_ECU 22 performs drive control for the throttle actuator 32 based on a control signal from the travel_ECU 14 or detection signals from various sensors. In this way, the E / G_ECU 22 adjusts the amount of intake air for the engine to generate a desired engine output. The E / G_ECU 22 also outputs signals such as the accelerator opening degree detected by the various sensors to the travel_ECU 14.

[0032] Thus, in this embodiment, the E / G_ECU 22 corresponds to a specific example of a drive source control means (engine control means).

[0033] The output side of the T / M_ECU 23 is connected to a hydraulic control circuit 33. In addition, various sensors such as a shift position sensor (not shown) are connected to the input side of the T / M_ECU 23. The T / M_ECU 23 performs hydraulic control for the hydraulic control circuit 33 based on an engine torque signal estimated by the E / G_ECU 22 and detection signals from various sensors. As a result, the T / M_ECU 23 operates friction engagement elements, pulleys, etc. provided in the automatic transmission to shift the engine output at a desired gear ratio. In addition, the T / M_ECU 23 outputs signals such as the shift position detected by the various sensors to the travel_ECU 14.

[0034] A brake actuator 34 is connected to the output side of the BK_ECU 24. The brake actuator 34 adjusts the brake fluid pressure output to the brake wheel cylinders provided on the respective wheels. In addition, various sensors such as a brake pedal sensor, a yaw rate sensor, a longitudinal acceleration sensor, and a vehicle speed sensor (not shown) are connected to the input side of the BK_ECU 24.

[0035] The BK_ECU 24 performs drive control for the brake actuator 34 based on a control signal from the travel_ECU 14 or detection signals from various sensors. As a result, the BK_ECU 24 appropriately generates a braking force on each wheel for performing forced braking control, yaw rate control, etc. on the host vehicle M. In addition, the BK_ECU 24 outputs signals of the brake operation state, yaw rate, longitudinal acceleration, vehicle speed (host vehicle speed), etc. detected by the various sensors to the travel_ECU 14.

[0036] An 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 to the steering mechanism by the rotational force of the motor. In addition, various sensors such as a steering torque sensor and a steering angle sensor are connected to the input side of the PS_ECU 25.

[0037] The PS_ECU 25 performs drive control for the electric power steering motor 35 based on a control signal from the travel_ECU 14 or detection signals from various sensors. In this way, the PS_ECU 25 generates a steering torque for the steering mechanism. The PS_ECU 25 also outputs signals of the steering torque, steering angle, etc. detected by the various sensors to the travel_ECU 14.

[0038] The locator unit 36 ​​includes a GNSS sensor 36a, a high-precision road map database (road map DB) 36b, and a communication device 36c.

[0039] The GNSS sensor 36a receives positioning signals transmitted from a plurality of positioning satellites, thereby determining the position (latitude, longitude, altitude, etc.) of the host vehicle M.

[0040] The road map DB 36b is a large-capacity storage medium such as an HDD. High-precision road map information (dynamic map) is stored in this road map DB 36b. The road map information includes, for example, lane width data, lane center position coordinate data, lane travel azimuth data, speed limit data, and the like, as lane data required for autonomous driving. The lane data is stored at intervals of several meters for each lane on the road map. Furthermore, the road map DB 36b stores, for example, traffic light data and the like, as data accompanying the lane data. Note that the traffic light data can also include lighting information of each lighting device, and the like, as dynamic information that is successively updated using external communication, and the like.

[0041] For example, based on a request signal from the driving_ECU 14, the road map DB 36b outputs road map information of a set range based on the vehicle position measured by the GNSS sensor 36a to the driving_ECU 14 as driving environment information.

[0042] The communicator 36c transmits and receives various types of traffic information through communication with the outside of the vehicle. For example, the communicator 36c receives various types of traffic information transmitted from a road traffic information communication system (VICS (registered trademark): Vehicle Information Communication System) or the like through road-to-vehicle communication. The communicator 36c can also receive various types of traffic information transmitted from surrounding vehicles through vehicle-to-vehicle communication, for example. The traffic information received by the communicator 36c through road-to-vehicle communication includes, for example, information on the lighting state of traffic lights and the timing of switching the lighting state. In this way, various types of traffic information received through external communication with the outside of the vehicle can be used as dynamic information for successively updating the road map DB 36b.

[0043] Thus, in this embodiment, the road map DB 36b, together with the GNSS sensor 36a and the communication device 36c, corresponds to a specific example of a driving environment recognition means (driving environment recognition module) that recognizes driving environment information outside the vehicle.

[0044] The driving_ECU 14 performs driving assistance control for the vehicle M based on driving information of the vehicle M input from various on-board sensors, and driving environment information input from the image recognition_ECU 13 and the locator unit 36, etc.

[0045] The driving_ECU 14 mainly realizes driving assistance control by appropriately combining adaptive cruise control (ACC), active lane keep centering control (ALKC), active lane keep bouncing control (ALKB), etc.

[0046] In addition, the travel_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 travel_ECU 14 performs a notification (start notification) to prompt the host vehicle M to start while the host vehicle M is stopped. This start notification is performed when the driving environment information satisfies a preset condition while the host vehicle M is stopped.

[0047] For example, when the host vehicle M is stopped due to a red light, the travel_ECU 14 issues a notice of a change in the light state of the traffic light as a first start notice. This notice is a notice to notify the driver of a change in the light state of the traffic light when the remaining time T1 until the light state of the traffic light changes becomes a set time Tth (for example, Tth=2 seconds). Here, in this embodiment, cases in which the light state of the traffic light changes include, for example, a case in which the red light goes out and a green light comes on, as well as a case in which an arrow light that allows the host vehicle M to travel with the red light on comes on.

[0048] In order to provide such advance notice, for example, dynamic information related to traffic lights is input to the driving_ECU 14 from the road map DB 36b. Alternatively, received information related to traffic lights is input to the driving_ECU 14 from the communication device 36c.

[0049] In addition, for example, when the host vehicle M is stopped due to a red light being turned on or traffic congestion, the travel_ECU 14 issues a start possible notification as the second start notification. This start possible notification is a notification for making the driver recognize that the host vehicle M is now in a state where it is possible to start.

[0050] Here, the state in which the host vehicle M can be started varies depending on the driving environment when the host vehicle M is stopped.

[0051] For example, when the host vehicle M is stopped due to a red light and there is no stopped vehicle ahead of the host vehicle M (see FIG. 8), the driving_ECU 14 determines that the host vehicle M is in a state in which it can start moving when the traffic light status changes (see FIG. 9).

[0052] Also, for example, when the host vehicle M is stopped due to a red light and there is a preceding vehicle P that is also stopped in front of the host vehicle M (see FIG. 10), the driving_ECU 14 determines that the host vehicle M is in a state in which it can start moving when the traffic light status changes and the preceding vehicle P starts moving (see FIG. 11).

[0053] In addition, for example, regardless of the status of the traffic lights, when there is a preceding vehicle P stopped in front of the host vehicle M due to traffic congestion or the like (see Figure 12), the driving_ECU 14 determines that the host vehicle M is in a state where it can start moving when the traffic congestion eases and the preceding vehicle P starts moving (see Figure 13).

[0054] This notification that the host vehicle M is ready to start is given when the host vehicle M has not started even after a predetermined delay time Td has elapsed since the host vehicle M became ready to start. For this reason, a reference value of the delay time Td (for example, Td=2 seconds) is preset in the travel_ECU 14.

[0055] However, when the advance notice is being issued, the traveling_ECU 14 corrects the delay time Td to a longer time. It is preferable that the correction amount for the delay time Td is a larger value on the longer time side as the host vehicle M is stopped at a position closer to the traffic light. For this reason, the traveling_ECU 14 stores a map showing the relationship between the distance from the traffic light to the host vehicle M and the correction amount, as shown in FIG. 6, for example.

[0056] Thus, in this embodiment, the traveling_ECU 14 corresponds to a specific example of a first notification means, a second notification means, and a correction means.

[0057] Incidentally, when the advance notice is included in the start notice as described above, it is preferable to ensure sufficient safety even if the driver erroneously operates the accelerator pedal in response to the advance notice. Therefore, when the advance notice is given by the travel_ECU 14, the E / G_ECU 22 suppresses the engine output in response to the accelerator depression amount during the period from the advance notice to the start possible notice.

[0058] Such suppression of the engine output can be realized, for example, by multiplying the throttle opening calculated based on the accelerator depression amount by a predetermined suppression coefficient Cs. In this case, it is preferable that the suppression amount of the engine output is increased as the elapsed time Tp after the advance notice is shorter. For this reason, the E / G_ECU 22 stores a map showing the relationship between the elapsed time Tp after the advance notice and the suppression coefficient Cs for the throttle opening.

[0059] Furthermore, when a notice is given as a departure notice, it is assumed that the host vehicle M will start within a short time after the notice. For this reason, it is preferable to maintain a state in which the host vehicle M can start quickly after the notice is given in preparation for the start possible notice. Therefore, even if an engine stop condition such as an idling stop is satisfied while the host vehicle M is stopped, the E / G_ECU 22 prohibits the engine from stopping after the notice is given.

[0060] Next, the signal change advance notice control will be described with reference to a flowchart showing a signal change advance notice control routine shown in Fig. 2. This routine is repeatedly executed by the travel_ECU 14 at set time intervals.

[0061] When the routine starts, the driving_ECU 14 checks in step S101 whether the host vehicle M is stopped.

[0062] Then, in step S101, when it is determined that the host vehicle M is traveling (step S101: NO), the traveling_ECU 14 exits the routine as it is.

[0063] 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.

[0064] In step S102, the travel_ECU 14 checks whether or not the host vehicle M is stopped due to a red light being turned on. That is, the travel_ECU 14 checks, for example, based on the travel environment information, whether or not a traffic light with a red light is present ahead of the host vehicle M in the travel lane that is stopped.

[0065] Then, in step S102, if it is determined that the host vehicle M is stopped due to a factor other than the red light being illuminated, the travel_ECU 14 exits the routine.

[0066] On the other hand, if it is determined in step S102 that the host vehicle M is stopped due to the red light being turned on, the travel_ECU 14 proceeds to step S103.

[0067] In step S103, the travel_ECU 14 acquires information about the traffic light that caused the host vehicle M to stop. That is, the travel_ECU 14 acquires 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 locator unit 36 ​​or the like.

[0068] In the following step S104, the traveling_ECU 14 checks whether the remaining time T1 is equal to or less than the set time Tth.

[0069] Then, in step S104, when it is determined that the remaining time T1 is greater than the set time Tth (step S104: NO), the traveling_ECU 14 exits the routine as is.

[0070] 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 traveling_ECU 14 proceeds to step S105.

[0071] In step S105, the driving_ECU 14 checks whether or not a prior notice has already been given to the driver.

[0072] Then, in step S105, if it is determined that the advance notice has already been given (step S105: YES), the traveling_ECU 14 exits the routine as is.

[0073] On the other hand, in step S105, when it is determined that the advance notice has not yet been issued (step S105: NO), the traveling_ECU 14 proceeds to step S106.

[0074] In step S106, the traveling_ECU 14 gives the driver a notice of the change of the lighted state of the traffic light, and then exits the routine. That is, the traveling_ECU 14 instructs, for example, the CP_ECU 21 to output a notice. As a result, the CP_ECU 14 causes, for example, the display device 31a to display a notice such as "The traffic light will change soon." Alternatively, the CP_ECU 21 causes, for example, the speaker 31b to output a voice notice such as "The traffic light will change soon."

[0075] Next, the start-ready notification control will be described with reference to a flowchart showing a start-ready notification control routine shown in Fig. 3. This routine is repeatedly executed by the travel_ECU 14 at set time intervals.

[0076] When the routine starts, the driving_ECU 14 checks in step S201 whether the host vehicle M is stopped.

[0077] Then, in step S201, when it is determined that the host vehicle M is traveling (step S201: NO), the traveling_ECU 14 exits the routine as it is.

[0078] 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.

[0079] In step S202, the traveling_ECU 14 checks whether or not a delay time Td for the start-ready notification has been set.

[0080] Then, in step S202, if it is determined that the delay time Td for the start-ready notification has already been set (step S202: YES), the traveling_ECU 14 proceeds to step S209.

[0081] On the other hand, in step S202, if it is determined that the delay time Td for the ready-to-start notification has not yet been set (step S202: NO), the traveling_ESU 14 proceeds to step S203.

[0082] In step S203, the travel_ECU 14 determines, based on the travel environment information, whether or not the host vehicle M that has been stopped has reached a state in which it can start moving.

[0083] In the following step S204, the travel_ECU 14 checks whether or not it has been determined that the host vehicle M is in a state in which it can start moving.

[0084] If it is determined that the host vehicle M is in a state in which starting is not possible (step S204: NO), the travel_ECU 14 exits the routine.

[0085] On the other hand, if it is determined that the host vehicle M is in a state in which it is possible to start (step S204: YES), the travel_ECU 14 proceeds to step S205.

[0086] In step S205, the traveling_ECU 14 sets a reference value of the delay time Td until the start-ready notification is issued. That is, the traveling_ECU 14 reads out, for example, a reference value of the delay time Td that is set in advance.

[0087] Next, in step S206, the driving_ECU 14 checks whether or not a warning notice of a traffic light change for a red traffic light has been given.

[0088] Then, in step S206, when it is determined that the advance notice has not been issued (step S206: NO), the traveling_ECU 14 exits the routine as it is. That is, the traveling_ECU 14 exits the routine while maintaining the delay time Td set in step S205.

[0089] On the other hand, when it is determined in step S206 that the advance notice has been given (step S206: YES), the traveling_ECU 14 proceeds to step S207.

[0090] In step S207, the traveling_ECU 14 sets a correction amount for the delay time Td. That is, the traveling_ECU 14 sets the correction amount based on the distance from the traffic light to the host vehicle M, for example, by referring to a map shown in FIG.

[0091] In the following step S208, the traveling_ECU 14 corrects the delay time Td using the correction amount set in step S207, and then exits the routine.

[0092] Furthermore, when the process proceeds from step S202 to step S209, the travel_ECU 14 counts the elapsed time Tp1 after it was determined that the host vehicle M is in a state in which it can start.

[0093] In the following step S210, the traveling_ECU 14 checks whether the elapsed time Tp1 is equal to or greater than the delay time Td.

[0094] Then, in step S210, when it is determined that the elapsed time Tp1 is less than the delay time Td (step S210: NO), the traveling_ECU 14 exits the routine as is.

[0095] On the other hand, if it is determined in step S210 that the elapsed time Tp1 is equal to or greater than the delay time Td (step S210: YES), the traveling_ECU 14 proceeds to step S211.

[0096] In step S211, the traveling_ECU 14 checks whether or not the start permission notification has already been given.

[0097] Then, in step S211, if it is determined that the start permission notification has already been given (step S211: YES), the traveling_ECU 14 exits the routine as is.

[0098] On the other hand, in step S211, when it is determined that the start permission notification has not yet been given (step S211: NO), the traveling_ECU 14 proceeds to step S212.

[0099] In step S212, the traveling_ECU 14 notifies the driver that the vehicle is ready to start, and then exits the routine. That is, the traveling_ECU 14 instructs the CP_ECU 21 to output the notification that the vehicle is ready to start, for example. As a result, the CP_ECU 21 displays a notification such as "The vehicle is ready to start" on the display device 31a. Alternatively, the CP_ECU 21 outputs a notification such as "The vehicle is ready to start" from the speaker 31b, for example.

[0100] Next, the throttle opening suppression control for the engine will be described with reference to a flowchart showing a throttle opening suppression control routine shown in Fig. 4. This routine is repeatedly executed by the E / G_ECU 22 at set time intervals.

[0101] When the routine starts, in step S301, the E / G_ECU 22 checks whether or not a signal switch advance notice has been given by the traveling_ECU 14.

[0102] Then, in step S301, if it is determined that no advance notice has been given (step S301: NO), the E / G_ECU 22 exits the routine.

[0103] On the other hand, when it is determined in step S301 that a prior notice has been given (step S301: YES), the E / G_ECU 22 proceeds to step S302.

[0104] In step S302, the E / G_ECU 22 counts an elapsed time Tp0 after the advance notice.

[0105] In the following step S303, the E / G_ECU 22 sets a throttle opening suppression coefficient Cs based on the elapsed time Tp0. That is, the E / G_ECU 22 sets the suppression coefficient Cs based on the elapsed time Tp0 by referring to, for example, a map shown in Fig. 7 or the like.

[0106] In the following step S304, the E / G_ECU 22 checks whether or not the driver is currently operating the accelerator.

[0107] Then, in step S304, if it is determined that the driver has not operated the accelerator (step S304: NO), the E / G_ECU 22 exits the routine.

[0108] 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.

[0109] In step S305, the E / G_ECU 22 checks whether or not a start-ready notification has been issued by the traveling_ECU 14. That is, the E / G_ECU 22 checks whether or not a start-ready notification has been issued after a prior notice has been issued.

[0110] Then, in step S305, when it is determined that the start permission notification has not been given (step S305: NO), the E / G_ECU 22 proceeds to step S306.

[0111] In step S306, the E / G_ECU 22 performs suppression control using the suppression coefficient Cs on the throttle opening calculated in accordance with the accelerator opening, and then exits from the routine.

[0112] On the other hand, when it is determined in step S305 that the start permission notification has been given (step S305: YES), the E / G_ECU 22 proceeds to step S307.

[0113] In step S307, the E / G_ECU 22 cancels the throttle opening suppression using the suppression coefficient Cs, and then exits the routine.

[0114] Next, engine stop control will be described with reference to a flowchart showing an engine stop control routine shown in Fig. 5. This routine is repeatedly executed by the E / G_ECU 22 at set time intervals.

[0115] When the routine starts, the E / G_ECU 22 checks in step S401 whether the host vehicle M is stopped.

[0116] Then, in step S401, when it is determined that the host vehicle M is traveling (step S401: NO), the E / G_ECU 22 exits the routine.

[0117] 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.

[0118] In step S402, the E / G_ECU 22 checks whether the engine is running.

[0119] Then, in step S402, if it is determined that the engine is stopped (step S402: NO), the E / G_ECU 22 exits the routine.

[0120] 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.

[0121] In step S403, the E / G_ECU 22 checks whether an engine stop condition, such as an idling stop condition, is satisfied.

[0122] Then, in step S403, if it is determined that the engine stop condition is not satisfied (step S403: NO), the E / G_ECU 22 exits the routine.

[0123] 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.

[0124] In step S404, the E / G_ECU 22 checks whether or not the traveling_ECU 14 has issued a signal switch advance notice.

[0125] Then, in step S404, if it is determined that no advance notice has been given (step S404: NO), the E / G_ECU 22 exits the routine.

[0126] On the other hand, if it is determined in step S404 that a prior notice has been given (step S404: YES), the E / G_ECU 22 proceeds to step S405.

[0127] In step S405, the E / G_ECU 22 stops the engine and then exits the routine.

[0128] According to this embodiment, when the vehicle M is stopped due to the red light of the traffic light and the remaining time T1 until the traffic light changes becomes the set time Tth, the travel_ECU 14 issues a notice of the change of the light state to the driver. Also, when the vehicle M is stopped, the travel_ECU 14 issues a notice of the vehicle being ready to start to the driver after a delay time Td has elapsed since the vehicle M was determined to be in a state where the vehicle M can run. When issuing this notice of the vehicle being ready to start, the travel_ECU 14 corrects the delay time Td when the notice is issued so that it is longer than the delay time Td when the notice is not issued. This allows the notice to prompt the vehicle M to start to function effectively without causing the driver any inconvenience.

[0129] That is, when the host vehicle M is stopped at a red light, the travel_ECU 14 uses both the advance notice and the start-ready notice to appropriately prompt the driver to quickly start the host vehicle M. In this case, the travel_ECU 14 corrects the delay time Td when the advance notice is given so as to be longer than the delay time Td when the advance notice is not given. This makes it possible to prevent the advance notice and the start-ready notice from being given in quick succession within a short period of time.

[0130] On the other hand, the travel_ECU 14 sets the delay time Td when no advance notice is given to be shorter than the delay time Td when an advance notice is given. Therefore, when no advance notice is given, the driver can be promptly notified that the vehicle M is ready to start. Therefore, even when no advance notice is given, the driver can be appropriately prompted to start the vehicle M promptly.

[0131] Here, if the host vehicle M starts before the start-ready notification is given, the travel_ECU 14 does not give the start-ready notification, so that unnecessary notification to the driver can be avoided.

[0132] In addition, when the advance notice is being issued, the travel_ECU 14 corrects the delay time Td so that the closer the host vehicle M is stopped to a traffic light, the longer the delay time Td becomes. This makes it possible to further optimize the timing of the ready-to-start notice.

[0133] That is, when the host vehicle M is stopped at a position far from the traffic light, multiple vehicles start in sequence after the traffic light changes. Therefore, it takes a relatively long time from when the traffic light changes until the host vehicle M is ready to start. In contrast, when the host vehicle M is stopped at a position close to the traffic light, the host vehicle M is ready to start in a relatively short time after the traffic light changes. The travel_ECU 14 can optimize the timing of the notification of the ready to start notification by adjusting the time until the host vehicle M is ready to start, which differs depending on the stopping position of the host vehicle M, by using a correction amount for the delay time Td.

[0134] Furthermore, when the advance notice is given by the travel_ECU 14, the E / G_ECU 22 suppresses the engine output in response to the accelerator depression amount until the start possible notice is given. This makes it possible to reliably prevent a rear-end collision with the preceding vehicle P even if the driver mistakenly performs a start operation in response to the advance notice.

[0135] In this case, the shorter the time that has elapsed since the advance notice, the greater the degree of suppression of the engine output by the E / G_ECU 22. This makes it possible to more accurately prevent rear-end collisions and the like caused by driver operation errors.

[0136] Furthermore, the E / G_ECU 22 prohibits the engine from being stopped after the advance notice is given, even if the engine stop condition is satisfied while the host vehicle M is stopped. This makes it possible to realize a quick start in response to a start operation by the driver when the start-ready notice is given.

[0137] 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 configured with a well-known microcomputer equipped with a CPU, a RAM, a ROM, a non-volatile storage unit, etc., and with peripheral devices thereof, and the ROM stores in advance programs to be executed by the CPU and fixed data such as data tables, etc. Note that all or part of the functions of the processor may be configured with a logic circuit or an analog circuit, and the processing of various programs may be realized by an electronic circuit such as an FPGA.

[0138] The invention described in the above embodiment is not limited to these embodiments, and various modifications can be made in the implementation stage without departing from the gist of the invention.

[0139] For example, in the above embodiment, an example of a configuration using an engine as a driving source has been described. Therefore, in the above embodiment, an example of control has been described in which the output of the driving source (engine) is suppressed by suppressing the throttle opening relative to the accelerator opening during the period from when advance notice is given to when start-ready notice is given. In contrast, in an electric vehicle or hybrid vehicle that includes a motor as a driving source, it is also possible to suppress the output of the driving source (motor) by suppressing the motor drive power relative to the accelerator opening.

[0140] Furthermore, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the disclosed constituent elements.

[0141] For example, if some of the constituent elements shown in each form are deleted, and the stated problem can be solved and the stated effect can be obtained, the configuration from which these constituent elements are deleted can be extracted as an invention. [Explanation of symbols]

[0142] 1. Driving assistance devices 10 … Camera unit 11 … Stereo camera 11a ... Main camera 11b … Sub camera 12 … IPU 13...Image Recognition_ECU 14 … Driving_ECU 21 … CP_ECU 22 … E / G_ECU 23 … T / M_ECU 24 … BK_ECU 25 … PS_ECU 31a...Display device 31b … Speaker 32 … Throttle actuator 33 ... Hydraulic control circuit 34 ... Brake actuator 35 ... Electric power steering motor 36 … Locator unit 36a … GNSS sensor 36b ... Road map DB 36c … Communication device 41 ... Accelerator opening sensor M … Vehicle (own vehicle) P... Leading vehicle

Claims

1. A driving environment recognition means for recognizing driving environment information including a lighting state of a traffic light; a first notification means for notifying a driver of a lighting state change in advance when a remaining time until the lighting state of the traffic light is changed reaches a set time while the vehicle is stopped due to the lighting of the red light of the traffic light; a second notification means for notifying the driver that the host vehicle is ready to start after a delay time has elapsed since the host vehicle is determined to be in a state in which the host vehicle is ready to start while the host vehicle is stopped; and a correction means for correcting the delay time when the advance notice is given by the first notification means so that the delay time is longer than the delay time when the advance notice is not given.

2. The vehicle driving assistance device according to claim 1, characterized in that the correction means corrects the delay time so that the closer the vehicle is stopped to the traffic light when the advance notice is given by the first notification means, the longer the delay time becomes.

3. A drive source control means for controlling a drive source of the host vehicle is provided, 2. The vehicle driving assistance device according to claim 1, wherein the drive source control means suppresses an output of the drive source relative to an accelerator depression amount during the period from when the advance notice is given until when the start-ready notice is given.

4. the drive source control means includes an engine control means, 4. The vehicle driving assistance device according to claim 3, wherein the engine control means prohibits engine stop after the advance notice is given, even if an engine stop condition is satisfied while the vehicle is stopped.

5. A driving environment recognition module that recognizes driving environment information including a lighting state of a traffic light; a processor; The processor, When the vehicle is stopped due to the red light of the traffic light and the remaining time until the light state of the traffic light is changed reaches a set time, a prior notice of the change of the light state is given to the driver; while the vehicle is stopped, after a delay time has elapsed since it was determined that the vehicle is in a state in which it can be driven, a notification that the vehicle can be started is given to the driver; A vehicle driving assistance device characterized in that, when giving the notification that it is possible to depart, the delay time when the advance notice is given by the first notification means is corrected so as to be longer than the delay time when the advance notice is not given.

Images