JP2021063753A - Driving support system and driving support program - Google Patents

Abstract

To provide a technique that, if there is concern that a vehicle cannot arrive at an entrance of an interchange within a set time, allows users to know about it.SOLUTION: A driving support system includes: a detection unit that detects an interchange where a vehicle can temporarily exit from an expressway; a congestion determination unit that determines whether congestion continuing until an exit, on a front side from the exit of the interchange has occurred at least on the basis of a current position of the vehicle of the expressway; and a notification unit that, when congestion continuing until an exit, on the front side from the exit of the interchange has occurred, gives a notification that there is concern that the vehicle that will exit cannot arrive at an entrance of the interchange via a specified facility existing along a general road within a set time, within which it is regarded as temporary exit, from the exit of the vehicle from the exit.SELECTED DRAWING: Figure 1

Description

The present invention relates to a driving assistance system and a driving assistance program.

Conventionally, after a vehicle temporarily exits from the exit of an interchange that can temporarily exit the expressway, within a set time that is considered to be a temporary exit, the vehicle stops at a designated facility along the general road and then at the interchange. It is known that when you return to the entrance, you will be charged the same fee as when you use the expressway to your destination without temporarily leaving. Patent Document 1 describes a navigation device that detects an interchange capable of temporarily exiting while traveling on an expressway and guides a designated facility existing along a general road and surrounding facilities.

Japanese Patent No. 5565805

In the navigation device of Patent Document 1, when an instruction to stop at a designated facility is received from a user, a route for returning from the exit of the interchange to the entrance of the interchange via the designated facility is guided. However, when traffic congestion occurs on the route, there is a problem that there is a high possibility that the vehicle cannot return to the entrance of the interchange within the set time. The present invention has been made in view of the above problems, and when there is a concern that a vehicle cannot reach the entrance of an interchange within a set time, a technique for allowing the user to know so is provided. With the goal.

In order to achieve the above object, the driving support system of the present invention has a detection unit that detects an interchange that allows a vehicle to temporarily exit the highway, and at least from the exit of the interchange based on the current position of the vehicle on the highway. A traffic jam judgment unit that determines whether there is continuous traffic congestion from the exit to the exit, and if there is continuous traffic congestion from the exit to the exit, the vehicle exits from the exit and then temporarily exits. It is provided with a notification unit that executes a notification that there is a concern that the exiting vehicle may not be able to reach the entrance of the interchange via a designated facility existing along the general road within the deemed set time.

In order to achieve the above object, the driving support program of the present invention uses a computer as a detector for detecting an interchange at which a vehicle can temporarily exit the highway, and at least the current position of the vehicle on the highway is used as a reference for the interchange. Congestion judgment unit that determines whether there is continuous congestion from the exit to the front side, if there is continuous congestion from the exit to the exit, temporarily exit after the vehicle exits from the exit It functions as a notification unit that notifies that there is a high concern that the exiting vehicle will not be able to reach the entrance of the interchange via the designated facility along the general road within the set time considered to be. ..

In the configuration of the present invention described above, there is a concern that the vehicle may not reach the entrance of the interchange within the set time based on the continuous congestion from the exit of the interchange to the exit. Notification is executed. If there is continuous traffic congestion from the exit of the interchange to the exit on the front side, it is highly probable that the traffic congestion will continue even on the route from the exit of the interchange to the designated facility along the general road. In such a case, there is a concern that the vehicle cannot return to the entrance of the interchange within the set time. That is, the case where a continuous traffic jam occurs from the exit of the interchange to the exit on the front side can be regarded as a case where there is a concern that the vehicle cannot reach the entrance of the interchange within the set time. Therefore, in the configuration of the present invention, the notification is executed based on the occurrence of continuous traffic congestion from the exit of the interchange to the exit, so that the user arrives at the entrance of the interchange within the set time. If you are concerned that you cannot do it, you can know so.

It is a block diagram of a navigation system. It is explanatory drawing which shows the state that the traffic jam occurs in the front side section. It is explanatory drawing which shows the state which the traffic jam occurs in the front side section and the back side section. This is the flow of route guidance processing. It is a block diagram of a navigation system. This is the flow of route guidance processing.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of the navigation system of the first embodiment:
(2) Route guidance processing of the first embodiment:
(3) Configuration of the navigation system of the second embodiment:
(4) Route guidance processing of the second embodiment:
(5) Other embodiments:

(1) Configuration of the navigation system of the first embodiment:

FIG. 1 is a block diagram showing a configuration of a driving support system mounted on a vehicle. In the present embodiment, the driving support system is realized by the navigation system 10. The navigation system 10 includes a control unit 20 including a CPU, RAM, ROM, etc., and a recording medium 30, and the control unit 20 can execute a program stored in the ROM or the like.

Map information 30a is recorded on the recording medium 30. The map information 30a includes node data indicating the positions of nodes corresponding to the end points of the road section on which the vehicle travels, shape interpolation point data indicating the positions of shape interpolation points for specifying the shape of the road section between nodes, and the like. It includes link data indicating the connection between nodes, facility data indicating facilities existing around the road, and the like.

Further, in the present embodiment, the link data is associated with information indicating the attributes (road type, etc.) of each road section and the link cost indicated by each link data. In addition, the intersections indicated by the nodes include entry points (entrances), exit points (exit), facility entry points, exit points, and parking lots for rest areas along the highway. Therefore, the locations of interchanges, rest areas (facility such as service areas and parking areas), and junctions are indicated by node data.

Facility data can also include information about interchanges and rest areas. For example, the interchange includes an interchange that allows temporary exit of the expressway, and in the case of the interchange, the facility data included in the map information 30a includes a temporary exit at the interchange. It contains information that indicates that it is possible. In the present embodiment, the information indicating that temporary exit is possible is associated with a waypoint (designated facility) to be passed through after leaving the interchange, including passing through the waypoint. It is associated with a set time that is considered to be a temporary exit. In the present embodiment, the exit where the expressway can be temporarily exited and the entrance for returning to the expressway after the exit are the same points (points existing within a predetermined distance).

In addition, the facility data includes facility information indicating the facilities existing at the transit point. The facility information includes the location information of the facility. In addition to the location information, the facility information may include, for example, information indicating the type of facility.

The vehicle according to this embodiment includes a GNSS receiving unit 41, a vehicle speed sensor 43, a gyro sensor 45, a communication unit 47, and a user I / F unit 49. The GNSS receiving unit 41 is a device that receives a signal of the Global Navigation Satellite System, receives a radio wave from a navigation satellite, and outputs a signal for calculating the current location of the vehicle via an interface (not shown). The control unit 20 acquires this signal and acquires the current location of the vehicle. The vehicle speed sensor 43 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle. The control unit 20 acquires this signal via an interface (not shown) to acquire the vehicle speed. The gyro sensor 45 detects the angular acceleration for turning in the horizontal plane of the vehicle and outputs a signal corresponding to the direction of the vehicle. The control unit 20 acquires this signal and acquires the traveling direction of the vehicle. The vehicle speed sensor 43, the gyro sensor 45, and the like are used to identify the traveling locus of the vehicle. In the present embodiment, the current location is specified based on the departure point and the travel locus of the vehicle, and the current location of the vehicle specified based on the departure location and the travel locus is corrected based on the output signal of the GNSS receiver 41. Will be done.

The communication unit 47 is a device for wirelessly communicating with a traffic information management system (not shown).
The traffic information management system is a system that monitors a road to be monitored and generates traffic information indicating the degree of congestion in a road section set as a generation target in advance. In the present embodiment, the road attribute of the road to be monitored is an expressway. In the present embodiment, the traffic information includes information indicating the start position of the traffic jam section, the length of the traffic jam section, and the degree of traffic jam (the degree of multiple stages such as traffic jam and vacancy). The traffic information management system monitors at predetermined time intervals and generates traffic information in each road section. The control unit 20 can acquire traffic information in an arbitrary road section from the traffic information management system at a predetermined timing via the communication unit 47.

The user I / F unit 49 is an interface unit for receiving user's instructions and providing various information to the user, such as a display unit composed of a touch panel display (not shown), an input unit such as a switch, a speaker, and the like. It has an audio output unit. The user I / F unit 49 receives the control signal from the control unit 20 and displays an image for performing various guidance such as route guidance on the touch panel display.

In the present embodiment, the control unit 20 can execute a navigation program (not shown) recorded in a ROM or the like. The navigation program is a program that causes the control unit 20 to realize a function of displaying a map including the current location of the vehicle on the display unit of the user I / F unit 49 and guiding the user to the destination. The control unit 20 can set a destination, search for a route from a departure point to a destination, and execute guidance for guiding a vehicle along the route by using a navigation program.

That is, the control unit 20 can execute route guidance from the current location to the destination by the navigation program. Route guidance can be implemented in different modes for each road type. In the present embodiment, the control unit 20 can execute the route guidance on the general road and the route guidance on the highway, and the vehicle executes the route guidance on the general road while the vehicle is traveling on the general road. Execute route guidance on the highway while driving on the highway. That is, the control unit 20 automatically switches the mode of route guidance based on the current location of the vehicle.

In the present embodiment, the navigation program includes a driving support program 21 used in the traveling process. The driving support program 21 includes a detection unit 21a, a traffic jam determination unit 21b, and a notification unit 21c. The detection unit 21a is a program module that causes the control unit 20 to execute a function of detecting an interchange (temporarily exitable IC) capable of temporarily exiting the expressway. That is, the control unit 20 that functions as the detection unit 21a acquires the current location of the vehicle based on the output signals of the GNSS receiving unit 41, the vehicle speed sensor 43, and the gyro sensor 45. When the current location of the vehicle is on the expressway, the control unit 20 refers to the map information 30a and acquires information on the predetermined number of interchanges ahead of the current location of the vehicle on the expressway in the traveling direction. Then, when the information on the temporarily exitable ICs is included in the acquired information on the predetermined number of interchanges, the control unit 20 detects the temporary exitable ICs. In this case, the control unit 20 displays on the display unit of the user I / F unit 49 that the temporary exit possible IC has been detected. In the present embodiment, the temporary exit possible IC is detected regardless of whether or not the vehicle is traveling with the route to the destination set. In the present embodiment, when the control unit 20 detects a temporary exitable IC, the user I / F unit 49 selects a selection button for selecting to stop at a designated facility associated with the temporary exitable IC. It is displayed on the display part of.

The traffic jam determination unit 21b is a program that causes the control unit 20 to execute a function of determining whether or not continuous traffic congestion has occurred from the exit of the IC that can temporarily exit from the exit of the IC on the expressway to the front side based on at least the current position of the vehicle. It is a module. In the present embodiment, the section in which the control unit 20 functioning as the congestion determination unit 21b determines the occurrence of congestion is a section on the expressway on the front side from the exit of the IC capable of temporarily exiting based on the current position of the vehicle and temporary exit. It is a section on the far side from the exit of the possible IC. That is, the control unit 20 that functions as the congestion determination unit 21b communicates with the traffic information management system via the communication unit 47, and reaches a position on the expressway that is a predetermined distance away from the exit of the temporary exitable IC. Traffic information requesting the degree of congestion of the road section (front section) of the expressway and the degree of congestion of the road section (back section) of the expressway to a position separated by a predetermined distance from the exit to the back side. Send to the management system. The back section is not a section on the side of the road that continues from the exit to the general road side, but a section on the side of the road that continues from the position of the exit toward the next interchange. The traffic information management system returns information indicating the degree of congestion in the front section and information indicating the degree of congestion in the back section in response to the acquisition request. The control unit 20 acquires the information via the communication unit 47. In the present embodiment, the degree of congestion is expressed stepwise. Specifically, the degree of congestion is expressed in three stages of congestion, congestion, and vacancy according to the degree of congestion. The control unit 20 functioning as the congestion determination unit 21b determines that congestion has occurred in a certain section when the congestion degree in a certain section indicates congestion, and when the congestion degree in a certain section indicates congestion or vacancy, It is determined that there is no congestion in the section. The control unit 20 functioning as the traffic jam determination unit 21b causes a continuous traffic jam to the exit of the IC that can temporarily exit in the front side section based on the information indicating the traffic jam degree in the front side section and the information indicating the traffic jam degree in the back side section. It is determined whether or not there is a continuous congestion up to the exit of the temporary exitable IC in the back section. The state in which continuous congestion occurs in the front side section up to the exit of the temporarily exitable IC is a state in which the degree of congestion in the entire range of the front side section indicates congestion. Similarly, a state in which continuous congestion occurs in the back section up to the exit of the temporarily exitable IC is a state in which the degree of congestion in the entire range of the back section indicates congestion.

FIG. 2 is an explanatory diagram showing a state in which continuous congestion occurs in the front side section up to the exit of the temporarily exitable IC. FIG. 2 shows a vehicle V, an expressway EW, a temporary exitable IC, a general road GR, and a designated facility RS. Vehicle V is traveling from the left side of the paper to the right side of the paper. The expressway EW is indicated by a thick line extending in the left-right direction of the paper. The general road GR is shown in the form of connecting a plurality of thin lines extending in various directions on the paper. The temporary exitable IC is provided at a position where the expressway EW and the general road GR are connected. In FIG. 2, the exit of the temporary exitable IC exists at the position where the temporary exitable IC is provided. In the direction below the page of the expressway EW, the range of the front side section FS and the range of the back side section BS on the expressway EW are shown with the temporary exitable IC as a boundary. In FIG. 2, a section of the expressway EW in which hatching is parallel indicates a section in which congestion occurs. Since the section in which the hatching is parallel includes the entire range of the front side section FS, in the state shown in FIG. 2, there is a continuous congestion in the front side section FS up to the exit of the IC that can temporarily exit. It is in a state of occurrence. Further, the state shown in FIG. 2 is also a state in which no congestion has occurred in the back section BS.

FIG. 3 is an explanatory diagram showing a state in which continuous congestion occurs in the front side section up to the exit of the temporarily exitable IC, and continuous congestion occurs in the back side section up to the exit of the temporarily exitable IC. Is. Similar to FIG. 2, FIG. 3 shows a vehicle V, an expressway EW, a temporary exitable IC, a general road GR, and a designated facility RS. Also in FIG. 3, the section of the expressway EW where the hatching is parallel indicates the section where the congestion is occurring. Since the section in which the hatching is parallel includes the entire range of the front side section FS and the back side section BS, the state shown in FIG. 3 is the exit of the IC that can temporarily exit to the front side section FS. In addition to the continuous traffic jams up to, there is also continuous traffic jams up to the exit of the IC that can temporarily leave the back section.

Returning to the explanation of FIG. 1, the notification unit 21c is set to be regarded as a temporary exit after the vehicle exits from the exit when a continuous traffic jam occurs in the front side section up to the exit of the IC that can temporarily exit. A program module that causes the control unit 20 to execute a function to notify that there is a concern that an exited vehicle may not be able to reach the entrance of a temporary exitable IC via a designated facility along a general road within an hour. Is. In the present embodiment, the notification by the control unit 20 functioning as the notification unit 21c has a continuous congestion in the front side section up to the exit of the temporary exitable IC, and the exit of the temporary exitable IC in the back side section. It is executed when there is no continuous congestion up to (when the state is shown in FIG. 2). Further, in the present embodiment, the notification by the control unit 20 functioning as the notification unit 21c has a continuous congestion in the front side section up to the exit of the temporary exitable IC, and the temporary exitable IC in the back side section. It is not executed when there is continuous congestion up to the exit of (the state shown in FIG. 3). If there is no continuous traffic jam to the exit of the temporary exitable IC in the front section, regardless of whether or not there is continuous traffic jam to the exit of the temporary exitable IC in the back section. The notification by the control unit 20 that functions as the notification unit 21c is not executed. That is, the control unit 20 that functions as the notification unit 21c executes the notification based on the congestion determination of the front side section and the back side section by the function of the congestion determination unit 21b. The notification is performed by at least one of the display unit and the voice output unit included in the user I / F unit 49.

When there is continuous congestion in the front section up to the exit of the temporary exitable IC, and there is no continuous congestion up to the exit of the temporary exitable IC in the back section (the state shown in FIG. 2). (Case), it is highly probable that the traffic jam will continue even on the route from the exit of the temporary exit IC to the designated facility along the general road. That is, if there is a traffic jam on the expressway that is not continuous up to the back side of the exit of the IC that can be temporarily exited but is continuous only on the front side, it is unlikely that the traffic jam will suddenly disappear at the exit. Therefore, it is highly possible that the traffic jam continues from the exit to the general road side instead of the expressway side. Then, in such a case, there is a high possibility that the vehicle cannot return to the entrance of the temporary exitable IC within the set time. That is, it is considered that the case where the traffic jam continues to the exit of the temporary exitable IC in the front side section is the case where there is a concern that the vehicle cannot reach the entrance of the temporary exitable IC within the set time. be able to. Therefore, in the present embodiment, the control unit 20 that functions as the notification unit 21c executes notification when the state shown in FIG. 2 is present. In addition, when there is continuous congestion in the front section up to the exit of the temporarily exitable IC, and there is continuous congestion up to the exit of the temporarily exitable IC in the back section (state shown in FIG. 3). In this case, the probability that the traffic jam will continue on the route from the exit of the temporary exitable IC to the designated facility along the general road is lower than that shown in FIG. That is, the traffic congestion that continues from the front side to the back side of the exit of the IC that can temporarily exit from the expressway is likely to occur only on the expressway, and from the exit of the IC that can temporarily exit. The probability that the traffic jam will continue on the route to the designated facility along the general road is lower than that shown in FIG. Therefore, in the present embodiment, the control unit 20 that functions as the notification unit 21c does not execute notification when the state is shown in FIG.

According to the above configuration, there is a concern that the vehicle will not be able to reach the entrance of the temporary exitable IC within the set time based on the continuous congestion up to the exit of the temporary exitable IC in the front side section. Notification to that effect is executed. The fact that there is continuous congestion in the front section to the exit of the temporary exit IC is likely to continue even on the route from the exit of the temporary exit IC to the designated facility along the general road. It can be considered to indicate high. Therefore, in the above configuration, the notification is executed based on the occurrence of continuous congestion up to the exit of the temporary exitable IC in the front section, so that the user can temporarily exit the vehicle within the set time. If you are concerned that you will not be able to reach the entrance, you will be informed.

Further, according to the above configuration, the sections in which the control unit 20 functioning as the congestion determination unit 21b determines the occurrence of congestion are the front side section and the back side section. Then, in the notification by the control unit 20 functioning as the notification unit 21c, there is a continuous congestion in the front side section up to the exit of the temporary exitable IC, and the notification is continuous up to the exit of the temporary exitable IC in the back side section. It is executed when there is no traffic jam (when the state is shown in FIG. 2). Further, the notification by the control unit 20 functioning as the notification unit 21c is performed when there is continuous congestion in both the front side section and the back side section up to the exit of the temporarily exitable IC (the state shown in FIG. 3). If) is not executed. For this reason, when there is a continuous traffic jam on the expressway from the exit of the IC that allows temporary exit based on the current position of the vehicle, the traffic jam continues from the exit to the expressway side. It is possible to distinguish whether it is likely to continue to the general road side. Then, whether or not the notification can be executed is determined according to the result of the distinction.

(2) Route guidance processing of the first embodiment:
Next, the route guidance process executed by the navigation system 10 will be described based on the flowchart shown in FIG. The route guidance process is executed every predetermined period (for example, 100 ms) when the current location of the vehicle is on the highway. The route guidance process determines the presence or absence of notification according to the congestion judgment of the front side section and the back side section of the temporary exit possible IC, and also implements route guidance to the designated facility associated with the temporary exit possible IC. This is a process for determining the presence or absence of. When the route guidance process is executed, the control unit 20 functions as the detection unit 21a to refer to the map information 30a, and information on the predetermined number of interchanges ahead of the current location of the vehicle on the expressway in the traveling direction. (Step S110).

Next, the control unit 20 functions as the detection unit 21a to determine whether or not the information on the temporarily exitable ICs is included in the acquired information on the predetermined number of interchanges (step S120). When the information on the temporary exitable IC is not included in the interchange information (step S120: NO), the control unit 20 ends the route guidance process.

When the information of the temporary exitable IC is included in the interchange information (step S120: YES), the control unit 20 selects to select to stop at the designated facility associated with the temporary exitable IC. The button is displayed on the display unit of the user I / F unit 49 (step S130).

Next, the control unit 20 determines whether or not there has been an input to the selection button (step S135). The control unit 20 determines whether or not there is an input depending on whether or not a touch operation has been performed on the selection button displayed on the display unit of the user I / F unit 49. If a negative determination is made in step S135 (step S135: NO), the control unit 20 ends the route guidance process.

When it is determined that there is an input to the selection button (step S135: YES), the control unit 20 acquires the degree of congestion in the front side section and the degree of congestion in the back side section by functioning as the congestion determination unit 21b (step S135: YES). Step S140). Specifically, the control unit 20 transmits a request for acquiring the congestion degree of the front side section and the congestion degree of the back side section to the traffic information management system via the communication unit 47, and then the information is transmitted from the traffic information management system. To get.

Next, the control unit 20 functions as the congestion determination unit 21b, and based on the information indicating the congestion degree of the front side section and the information indicating the congestion degree of the back side section, the control unit 20 can temporarily leave the front side section of the IC. It is determined whether or not there is a continuous traffic jam up to the exit and there is no continuous traffic jam up to the exit of the temporary exitable IC in the back section (step S150). If a negative determination is made in step S150 (step S150: NO), the control unit 20 can temporarily exit from the exit of the IC that can temporarily exit via the designated facility by executing the navigation program recorded in the ROM or the like. The search for the route to the entrance of the IC is executed, and the guidance for guiding the vehicle along the route is started (step S160). After that, the control unit 20 ends the route guidance process.

Control when there is continuous congestion in the front section up to the exit of the temporary exitable IC and there is no continuous congestion up to the exit of the temporary exitable IC in the back section (step S150: YES). By functioning as the notification unit 21c, the unit 20 passes through a designated facility where the exited vehicle exists along the general road within a set time considered to be a temporary exit after the vehicle exits from the exit. Notify that there is a concern that the entrance of the temporary exitable IC cannot be reached (step S170). The notification is executed via the user I / F unit 49.

After executing the notification (step S170), the control unit 20 determines whether or not there is an instruction to stop at the designated facility (step S180). The control unit 20 determines whether or not there is an input depending on whether or not a touch operation has been performed on the instruction button for instructing the user to stop at the designated facility displayed on the display unit of the user I / F unit 49. If a negative determination is made in step S180 (step S180: NO), the control unit 20 ends the route guidance process.

When it is determined that the input to the instruction button has been input (step S180: YES), the control unit 20 executes the navigation program recorded in the ROM or the like from the exit of the temporary exitable IC via the designated facility. The search for the route to the entrance of the temporary exitable IC is executed, and the guidance for guiding the vehicle along the route is started (step S190). After that, the control unit 20 ends the route guidance process.

(3) Configuration of the navigation system of the second embodiment:
FIG. 5 is a block diagram showing the configuration of the navigation system 12 of the second embodiment. The configuration of the navigation system 12 is the same as that of the navigation system 10 of the first embodiment, except that the estimated required time acquisition unit 21d and the time determination unit 21e are added to the driving support program 21. Further, in the navigation system 12, the section in which the control unit 20 functioning as the congestion determination unit 21b determines the occurrence of congestion is the front side section. Similar to the navigation system 10 of the first embodiment, the navigation system 12 can notify the user when there is a concern that the vehicle cannot reach the entrance of the temporary exitable IC within the set time. It is a system that can be done. Here, the difference between the navigation system 12 and the navigation system 10 of the first embodiment will be described.

As described above, the driving support program 21 in the navigation system 12 further includes an estimated required time acquisition unit 21d and a time determination unit 21e. The estimated required time acquisition unit 21d is a program that enables the control unit 20 to acquire a function of acquiring the estimated required time required for the vehicle to arrive at the entrance of the temporary exitable IC via the designated facility from the exit of the temporary exitable IC. It is a module. That is, the control unit 20 that functions as the estimated required time acquisition unit 21d communicates with the traffic information management system via the communication unit 47, and determines the degree of congestion of each road section included in the route acquired by the processing of the navigation program. get. Here, the route for which the degree of congestion is acquired is a route from the exit of the temporary exitable IC to the entrance of the temporary exitable IC via a designated facility. The route is acquired, for example, by the control unit 20 searching for a route from the exit of the temporary exitable IC to the designated facility and a route from the designated facility to the entrance of the temporary exitable IC based on the map information 30a. To.

Then, a predetermined default required time for each road section (the required time when there is no traffic jam, and the distance of the road section obtained from the distance between the nodes, is the average movement of the vehicle moving in the road section. By correcting the required time (required time required by dividing by speed) according to the degree of congestion corresponding to each road section, the control unit 20 can temporarily exit from the time when the vehicle temporarily exits until it arrives at the entrance of the temporary exitable IC. Estimate and obtain the required required time. In the present embodiment, the estimated required time acquired by the function of the estimated required time acquisition unit 21d includes the time when the vehicle is stopped at the designated facility. The time is the average stop time of vehicles that stop at the designated facility.

The time determination unit 21e is a program module that allows the control unit 20 to realize a function of determining whether the estimated required time exceeds the set time. That is, the control unit 20 that functions as the time determination unit 21e makes the determination by comparing the estimated required time acquired by the function of the estimated required time acquisition unit 21d with the set time.

In the second embodiment, the notification by the control unit 20 functioning as the notification unit 21c is a case where a continuous congestion occurs in the front side section up to the exit of the temporary exitable IC, and the estimated required time is set. Executed when the time is exceeded. In the present embodiment, the notification by the control unit 20 functioning as the notification unit 21c is a case where a continuous congestion occurs in the front side section up to the exit of the temporary exitable IC, and the estimated required time is set. If the time is not exceeded, it will not be executed. Further, when there is no continuous congestion up to the exit of the temporarily exitable IC in the front side section, the control unit 20 functions as the notification unit 21c regardless of whether the estimated required time exceeds the set time. No notification is executed.

According to the above configuration, the vehicle is within the set time based on the fact that there is continuous congestion in the front section up to the exit of the temporary exitable IC and that the estimated required time exceeds the set time. A notification is executed to the effect that there is a concern that the entrance of the temporary exitable IC cannot be reached. The fact that there is continuous congestion in the front section to the exit of the temporary exit IC is likely to continue even on the route from the exit of the temporary exit IC to the designated facility along the general road. It can be considered to indicate high. Further, the fact that the estimated required time exceeds the set time can be regarded as indicating that there is a high possibility that the vehicle cannot reach the entrance of the temporary exitable IC within the set time. Therefore, in the above configuration, since the notification is executed based on the occurrence of traffic congestion in the front side section and the length of the estimated required time, the user can temporarily leave the vehicle within the set time at the entrance of the IC. If you are concerned that you will not be able to arrive, you can know so.

Further, according to the above configuration, the estimated required time acquired by the function of the estimated required time acquisition unit 21d includes the time when the vehicle is stopped at the designated facility. Therefore, even if the travel time from the exit of the temporary exitable IC to the arrival at the entrance of the temporary exitable IC via the designated facility does not exceed the set time, the time to stay at the designated facility during the travel time is set. If it exceeds the set time, the estimated required time is determined to exceed the set time. Therefore, if sufficient time to stay at the designated facility for returning to the entrance of the temporary exitable IC within the set time cannot be secured, the notification is executed.

(4) Route guidance processing of the second embodiment:
Next, the route guidance process executed by the navigation system 12 will be described based on the flowchart shown in FIG. The route guidance process by the navigation system 12 is the same as the route guidance process by the navigation system 10 of the first embodiment except that steps S240, step S245, and step S250 are executed instead of step S140 and step S150. Therefore, in the following description, the points different from the route guidance processing in the first embodiment will be described.

In the route guidance process according to the second embodiment, when it is determined that the input to the selection button has been made (step S135: YES), the control unit 20 functions as the congestion determination unit 21b to determine the degree of congestion in the front section. Acquire (step S240). Next, the control unit 20 acquires the estimated required time by functioning as the estimated required time acquisition unit 21d (step S245).

Next, by functioning as the congestion determination unit 21b and the time determination unit 21e, the control unit 20 causes continuous congestion to the exit of the temporarily exitable IC in the front side section, and sets the estimated required time. It is determined whether or not the time is exceeded (step S250). If there is continuous congestion in the front section up to the exit of the IC that can temporarily leave, and the estimated required time exceeds the set time (step S250: YES), the control unit 20 performs the processing after step S170. .. If a negative determination is made in step S250 (step S250: NO), the control unit 20 performs the processes after step S160.

(5) Other embodiments:
The above embodiment is an example for carrying out the present invention, and various other embodiments can be adopted. For example, the driving support system may be a system realized by a plurality of devices (for example, a client and a server, a control unit in a navigation device, a control unit in a user I / F unit, and the like).

At least a part of the detection unit, the traffic jam determination unit, the notification unit, the estimated required time acquisition unit, and the time determination unit constituting the driving support system may be divided into a plurality of devices. Of course, some configurations of the above-described embodiments may be omitted, and the order of processing may be changed or omitted.

The detection unit only needs to be able to detect an interchange that allows the vehicle to temporarily leave the highway. That is, the detection unit may be able to distinguish and detect the information of the temporarily exitable IC from the information of the plurality of interchanges. When the information of a plurality of temporarily exitable ICs is detected, the detection unit further classifies the information according to the facilities existing in the designated facility associated with each of the temporary exitable ICs. It may be detected. Facilities existing in the designated facility referred to here include toilets, restaurants, gas stations, etc., and the information may be classified according to whether a specific facility among these facilities exists in the designated facility. That's what it means.

An interchange that allows vehicles to temporarily exit the expressway is when the vehicle returns to the entrance of the interchange after stopping at a designated facility along the general road within the set time after the vehicle exits from the exit of the interchange. Is an interchange to which a service that charges the same rate as when using the expressway to the destination without temporarily leaving is applied.

Further, in the above embodiment, when there are a plurality of temporary exitable ICs in a predetermined number of facilities ahead of the current location of the vehicle in the traveling direction, congestion determination and notification are executed for each of the plurality of temporary exitable ICs. You may. Further, the traffic jam determination and notification may be executed in order from the plurality of temporary exitable ICs closest to the current location of the vehicle. Alternatively, only for one of the plurality of temporary exitable ICs (for example, the closest to the vehicle's current location) in the facility for the predetermined number of facilities ahead of the vehicle's current location, the traffic jam determination and Notification may be executed.

The congestion determination unit may determine whether or not continuous congestion has occurred from the exit of the temporary exitable IC to the exit on the front side based on at least the current position of the vehicle on the expressway. That is, the traffic jam determination unit is not limited to a form in which the occurrence of traffic congestion is determined by communicating with the traffic information management system via the communication unit. The occurrence of traffic congestion may be determined based on the information indicating the degree of traffic congestion received from the vehicle. The other vehicle may be a vehicle that is caught in a traffic jam on the front side from the exit of the temporary exitable IC, or the information is acquired by photographing the traffic jam from the side of the oncoming lane with an in-vehicle camera. It may be a vehicle, or it may be a vehicle that has acquired the information from another vehicle different from the other vehicle.

The front side from the exit of the temporary exitable IC based on the current position of the vehicle is a high speed between the current position of the vehicle on the expressway and the exit of the temporary exitable IC existing in front of the vehicle in the traveling direction. An area on the road. Further, the area from the exit of the temporary exitable IC to the back side based on the current position of the vehicle is an area on the expressway on the front side in the traveling direction of the vehicle from the exit of the temporary exitable IC. In other words, the side from the exit of the IC that can temporarily exit based on the current position of the vehicle is the side of the road that continues from the position of the exit toward the next interchange.

The notification unit is a temporary exitable IC that allows the exited vehicle to temporarily exit via a designated facility along a general road within a set time that is considered to be a temporary exit after the vehicle exits from the exit of the temporary exitable IC. It is only necessary to be able to notify that there is a concern that the entrance cannot be reached. As the mode of notification, various modes can be adopted, and various configurations may be adopted, which may be guidance by sound, image display, or both.

The estimated required time acquisition unit may be able to acquire the estimated required time required for the vehicle to arrive at the entrance of the temporary exitable IC via the designated facility from the exit of the temporary exitable IC. That is, the estimated required time acquisition unit configures a route based on information for specifying the required time when traveling on the road, for example, a change in the travel time according to the average travel time on the road and the degree of congestion. It suffices if the time required to move each road section can be accumulated and obtained as the estimated required time. The estimated required time may be acquired with a configuration different from that of the above-described embodiment. For example, the estimated required time may be acquired from the movement history (collected probe information) of a plurality of users. In addition, the estimated travel time may vary based on changes in travel time with reference to the weather and time zone.

The time determination unit may determine whether the estimated required time exceeds the set time. That is, the time determination unit may determine whether the time required for the vehicle to arrive at the entrance of the temporary exitable IC via the designated facility from the exit of the temporary exitable IC exceeds the set time. Further, the time determination unit may be set to determine whether the time obtained by increasing the estimated required time by a predetermined rate exceeds the set time. In such a form, in the route from the exit of the temporary exitable IC to the entrance of the temporary exitable IC via the designated facility, the average moving speed of the vehicle moving in each road section included in the route is higher than the average moving speed of the vehicle. When a user who tends to move at a slow speed adopts the setting, the notification can be executed according to the moving speed tendency of the user as compared with the case where the setting is not adopted. it can. That is, when the time obtained by increasing the estimated required time by a predetermined ratio is used as the judgment target as compared with the case where the acquired estimated required time is used as the judgment target, the vehicle driven by the user is actually used. The estimated required time is close to the time required to arrive at the entrance of the temporary exitable IC from the exit of the temporary exitable IC via the designated facility. Then, since the presence / absence of notification is determined based on this estimated required time, it is possible to execute notification according to the movement speed tendency of the user. Further, it may be possible to set whether or not the time obtained by reducing the estimated required time by a predetermined rate exceeds the set time. In this way, the estimated required time increased or decreased by the predetermined ratio corresponding to the driving tendency of the user may be used as the determination target of the time determination unit.

In the first embodiment, the section in which the control unit 20 functioning as the congestion determination unit 21b determines the occurrence of congestion is a section on the expressway on the front side from the exit of the IC that can temporarily exit based on the current position of the vehicle and a temporary section. Although it was a section on the back side from the exit of the exitable IC, the embodiment of the present invention is not limited to this. For example, the section in which the control unit functioning as the congestion determination unit determines the occurrence of congestion may be only the section of the expressway on the front side from the exit of the temporary exitable IC based on the current position of the vehicle. Then, if there is congestion in the front section, the notification unit will execute the notification, and if there is no congestion in the front section, the notification unit will not execute the notification. For example, it is possible to determine whether or not the notification can be executed depending only on the presence or absence of traffic congestion in the section on the front side.

In addition, in the section where the control unit that functions as the congestion determination unit determines the occurrence of congestion, a continuous congestion occurs from the entrance of the IC that can temporarily exit from the entrance of the IC to the entrance on the back side of the expressway based on the current position of the vehicle. It may be determined whether or not there is a continuous traffic jam from the entrance to the front side of the expressway based on the current position of the vehicle. In such a form, the notification is executed when there is a continuous traffic jam from the entrance to the back side and there is no continuous traffic jam from the entrance to the front side. It may be. That is, in such a case, it is highly possible that the traffic jam continues from the entrance to the general road side. Then, in such a case, there is a concern that the vehicle cannot return to the entrance of the temporary exitable IC within the set time, so that the notification is executed. Further, in such a form, when a continuous traffic jam occurs from the entrance to the back side to the entrance and a continuous traffic jam occurs from the entrance to the front side to the entrance, the notification is sent. It may not be executed. That is, in such a case, it is highly possible that the traffic jam occurs only on the expressway, and it is probable that the traffic jam continues on the route from the entrance of the temporary exitable IC to the designated facility existing along the general road. Because it is low, the notification is not executed. As described above, according to the embodiment described here, when there is a continuous traffic jam from the entrance of the IC that can temporarily exit from the current position of the vehicle on the expressway to the back side, the said from the entrance. It is possible to distinguish whether the congestion is likely to continue on the highway side or on the general road side. Then, whether or not the notification can be executed is determined according to the result of the distinction. The section in which the control unit functioning as the congestion determination unit determines the occurrence of congestion may be only the section of the expressway on the back side from the entrance of the IC that can temporarily exit based on the current position of the vehicle. Then, if there is a traffic jam in the back section, the notification unit will execute the notification, and if there is no traffic jam in the back section, the notification unit will not execute the notification. For example, it is possible to determine whether or not the notification can be executed depending only on the presence or absence of traffic congestion in the inner section.

The area behind the entrance of the temporary exitable IC based on the current position of the vehicle is an area on the expressway on the front side in the traveling direction of the vehicle from the entrance of the temporary exitable IC. In other words, the side from the entrance of the IC that can temporarily exit based on the current position of the vehicle is the side of the road that continues from the position of the entrance to the next interchange. The front side from the entrance of the temporary exitable IC based on the current position of the vehicle is a high speed between the current position of the vehicle on the expressway and the entrance of the temporary exitable IC existing in front of the vehicle in the traveling direction. An area on the road.

In the second embodiment, the estimated required time includes the time when the vehicle is stopped at the designated facility, but the embodiment of the present invention is not limited to this. For example, the estimated required time may be set so as not to include the time when the vehicle is stopped at the designated facility. In such a form, only the time required for the movement from the exit of the temporary exitable IC to the arrival at the entrance of the temporary exitable IC via the designated facility is acquired as the estimated required time, and the time is determined. In the judgment by the department, the estimated required time is to be compared with the set time. In such a form, when the estimated required time is less than or equal to the set time and the user can know the length of the estimated required time, the user determines the time difference between the estimated required time and the set time. The time to stay at the designated facility can be adjusted accordingly.

In the second embodiment, the control unit 20 functioning as the time determination unit 21e makes a determination by comparing the estimated required time acquired by the function of the estimated required time acquisition unit 21d with the set time. , The embodiment of the present invention is not limited to this. The control unit 20 functioning as the time determination unit 21e may make a determination by comparing the time obtained by adding the margin to the estimated required time and the set time. The margin may be various values, and a predetermined ratio to the estimated required time may be adopted as the margin, or a fixed time may be adopted as the margin regardless of the length of the estimated required time.

In the second embodiment, the notification by the control unit 20 functioning as the notification unit 21c is a case where a continuous congestion occurs in the front side section up to the exit of the temporary exitable IC, and the estimated required time is set. It was said that it will not be executed if the time is not exceeded, or if there is no continuous traffic jam to the exit of the IC that can temporarily leave the front section regardless of whether the estimated required time exceeds the set time. , The embodiment of the present invention is not limited to this. For example, the notification by the control unit 20 functioning as the notification unit 21c includes a case where a continuous traffic jam occurs in the front side section up to the exit of the temporary exitable IC and a case where the estimated required time exceeds the set time. It is executed when one of the conditions is satisfied, and when there is no continuous traffic jam to the exit of the IC that can temporarily exit in the front section, and the estimated required time does not exceed the set time. It may not be executed. Further, in such a form, the notification to be executed is executed when there is a continuous traffic jam to the exit of the temporary exitable IC in the front side section and the estimated required time exceeds the set time. The content is a notification that is executed when there is continuous congestion in the front section up to the exit of the IC that can temporarily leave, when the estimated required time exceeds the set time, or when one of the states is satisfied. Compared with the contents, it may be shown that there is a further concern that the entrance of the temporary exitable IC cannot be returned within the set time.

Further, as in the present invention, when there is a concern that the vehicle cannot reach the entrance of the interchange within the set time, the method of notifying the user to that effect can also be applied as a program or a method. In addition, the above-mentioned driving support system, program, and method may be realized as a single device or may be realized by using parts shared with each part provided in the vehicle, and various modes thereof. Is included. Further, it is possible to provide a navigation device, a method, and a program provided with at least a part of the driving support system as described above. In addition, some of them are software and some of them are hardware, which can be changed as appropriate. Further, the invention is also established as a recording medium for a program that controls a mobile display system. Of course, the recording medium of the software may be a magnetic recording medium or a semiconductor memory, and any recording medium to be developed in the future can be considered in exactly the same way.

10, 12 ... Navigation system, 20 ... Control unit, 21 ... Driving support program, 21a ... Detection unit, 21b ... Congestion determination unit, 21c ... Notification unit, 21d ... Estimated required time acquisition unit, 21e ... Time determination unit, 30 ... Recording medium, 30a ... Map information, 41 ... GNSS receiver, 43 ... Vehicle speed sensor, 45 ... Gyro sensor, 47 ... Communication section, 49 ... User I / F section, BS ... Back section, EW ... Expressway, FS ... Front section, GR ... general road, IC ... temporary exit possible, RS ... designated facility, V ... vehicle

Claims (7)

A detector that detects an interchange that allows a vehicle to temporarily leave the freeway,
A traffic jam determination unit that determines whether or not continuous traffic congestion occurs from the exit of the interchange to the exit on the front side based on at least the current position of the vehicle on the expressway.
If there is a continuous traffic jam from the exit to the exit, the exiting vehicle will be along the general road within a set time that is considered to be a temporary exit after the vehicle exits from the exit. A notification unit that executes notification that there is a concern that the entrance of the interchange cannot be reached via an existing designated facility, and a notification unit.
A driving support system equipped with. The section in which the traffic jam determination unit determines the occurrence of traffic jam is a section on the front side from the exit and a section on the back side from the exit based on the current position of the vehicle on the expressway.
The notification is
It is executed when there is a continuous traffic jam from the exit to the front side to the exit and there is no continuous traffic jam from the exit to the back side from the exit.
The driving support system according to claim 1. The notification is
It is not executed when there is a continuous traffic jam from the exit to the front side to the exit and there is a continuous traffic jam from the exit to the back side from the exit.
The driving support system according to claim 2. An estimated required time acquisition unit that acquires an estimated required time required for the vehicle to arrive at the entrance from the exit via the designated facility.
A time determination unit that determines whether the estimated required time exceeds the set time,
With more
The notification is
It is executed when there is a continuous traffic jam from the exit to the exit on the front side and the estimated required time exceeds the set time.
The driving support system according to claim 1. The estimated required time includes the time when the vehicle is stopped at the designated facility.
The driving support system according to claim 4. A detector that detects an interchange that allows a vehicle to temporarily leave the freeway,
A traffic jam determination unit that determines whether or not continuous traffic congestion occurs from the entrance of the interchange to the entrance on the back side based on at least the current position of the vehicle on the expressway.
If there is a continuous traffic jam from the entrance to the entrance, the vehicle leaving the interchange will be on a general road within a set time that is considered to be a temporary exit after the vehicle leaves the interchange. A notification unit that executes notification that there is a concern that the entrance cannot be reached via a designated facility that exists along the road.
A driving support system equipped with. Computer,
A detector that detects an interchange that allows a vehicle to temporarily leave the freeway,
A traffic jam determination unit that determines whether continuous traffic congestion occurs from the exit of the interchange to the exit on the front side based on at least the current position of the vehicle on the expressway.
If there is a continuous traffic jam from the exit to the exit, the exiting vehicle will be along the general road within a set time that is considered to be a temporary exit after the vehicle exits from the exit. A notification unit that executes notification that there is a concern that the entrance of the interchange cannot be reached via an existing designated facility.
A driving support program that functions as.

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