JP5056613B2 - Driving support system - Google Patents

Description

  The present invention relates to a driving support system that supports driving of a moving body such as a vehicle.

Conventionally, as a driving support system that supports driving of a vehicle, for example, as described in JP-A-2003-337993, road information is generated based on road parameters from a road geometry server, and the road information is transmitted by communication. One that transmits to a vehicle and performs driving support based on the road information is known. This driving support system is intended to reduce the processing load on the vehicle system side by installing a road geometry server on the infrastructure side and performing road information generation processing on the infrastructure side.
JP 2003-337993 A

  In such a driving support system, there is a problem that appropriate driving support according to the traveling position of the vehicle cannot be performed when driving support is actually performed. For example, even if physical information such as road length and curvature is provided as driving support information to vehicles that are subject to driving support, if such information is not fully prepared for the region, When the vehicle is traveling, appropriate driving support cannot be performed.

  In addition, in the above-described driving support system, even if physical information such as the position, length, and curvature of the road can be provided, an event that hinders vehicle travel, such as road construction or the presence of a parked vehicle, may occur. Cannot be considered. For this reason, appropriate driving support cannot be performed when troubles occur in such vehicle travel, and the robustness against disturbance is low. In addition, it is difficult to provide appropriate driving support for road areas where it is difficult to travel along the lane, such as where there are many merging vehicles and where there are many right-turn vehicles.

  Therefore, the present invention has been made to solve such a technical problem, and an object thereof is to provide a driving support system that can perform appropriate driving support in accordance with the traveling position of a vehicle. It is another object of the present invention to provide a driving support system that can perform appropriate driving support according to road traffic conditions and vehicle driving environments.

  That is, the driving support system according to the present invention is a driving support system that performs driving support by transmitting driving support information to a mobile object that is a driving support target. The driving support information indicates whether driving support for a position on a road is possible. It includes at least one of information, possible driving assistance content information at a position on the road, and vehicle equipment information necessary for driving assistance at a position on the road.

  According to the present invention, driving support information including at least one of driving support availability information for a position on the road, possible driving support information at the position on the road, and vehicle equipment information necessary for driving support on the road position. By transmitting information to the moving body, it is possible to recognize whether or not driving assistance can be performed for the moving body traveling on the road, whether or not the assistance contents capable of driving assistance and whether or not equipment equipped for driving assistance is provided. it can. For this reason, it is possible to easily determine whether or not the mobile object that is the driving support target can receive driving support according to the position on the road. Therefore, it is possible to perform appropriate driving support according to the traveling position of the moving body.

  Further, in the driving support system according to the present invention, the automatic driving trajectory setting means for setting an automatic driving trajectory for the road, the travel trajectory acquiring means for acquiring the travel trajectory of the moving body on the road, and the travel trajectory based on the travel trajectory. It is preferable to include a track updating unit that corrects and updates an automatic driving track, and a transmission unit that transmits information on the automatic driving track updated as the driving support information to a mobile object that is a driving support target.

  According to the present invention, the automatic driving track can be corrected according to the actual traffic condition of the road by updating the automatic driving track based on the traveling track of the moving body on the road. For this reason, it is possible to provide appropriate driving support for sudden disturbances such as the presence of obstacles such as parked vehicles on the road and accidents. Therefore, appropriate driving assistance can be performed according to the traffic situation and the traveling environment of the moving body.

  In this case, the track update means may set and update the travel track as a new automatic drive track when the degree of deviation between the travel track and the automatic drive track is a predetermined threshold value or more. preferable.

  Further, in the driving support system according to the present invention, an automatic driving trajectory setting means for setting an automatic driving trajectory for a road, and a driving burden amount according to a degree of deviation between the road trajectory and the automatic driving trajectory along the shape of the road. Driving load calculating means for calculating, track updating means for correcting and updating the automatic driving trajectory based on the driving load, and information on the automatic driving trajectory updated as the driving support information is a driving support target It is preferable to provide transmission means for transmitting to the body.

  According to the present invention, by updating the automatic driving track according to the driving load, a natural track with a low driving load can be set as the automatic driving track. For this reason, driving support by smooth running is possible.

  ADVANTAGE OF THE INVENTION According to this invention, the suitable driving assistance according to the driving | running | working position of a vehicle can be performed. In addition, it is possible to provide appropriate driving support according to road traffic conditions and vehicle driving environments.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 shows a schematic configuration diagram of a driving support system according to the first embodiment of the present invention.

  As shown in FIG. 1, the driving support system 1 according to this embodiment performs driving support by transmitting driving support information to a vehicle that is a driving support target. For example, the driving support system 1 includes a roadside device 2 and an in-vehicle device 3. It is prepared for. The roadside device 2 and the in-vehicle device 3 can communicate with each other by road-to-vehicle communication. The roadside device 2 is a device installed on a road where a vehicle travels, and for example, infrastructure equipment is used. The roadside device 2 includes a communication unit 21, a track setting unit 22, a track update unit 23, and a recording unit 24. The communication unit 21, the trajectory setting unit 22, the trajectory update unit 23, and the recording unit 24 are configured so that signals can be input and output with each other.

  The communication unit 21 is a road-to-vehicle communication device that performs road-to-vehicle communication, and is installed on a road and performs road-to-vehicle communication with a vehicle traveling on the road. As this communication part 21, what performs road-to-vehicle communication using an optical beacon, an electric wave beacon, or FM multiplex broadcasting, for example is used. The communication unit 21 functions as a transmission unit that transmits driving support information to a vehicle to be a driving support target. In addition, the communication unit 21 receives vehicle travel locus information transmitted from a vehicle traveling on the road, and functions as a travel locus acquisition unit for the moving body.

  The vehicle trajectory information is information indicating a road on which the vehicle has traveled and a travel position with respect to the road. A vehicle here includes vehicles other than the vehicle used as driving assistance object. For example, a lot of travel locus information can be acquired by receiving travel locus information on which another vehicle has traveled. In addition, the vehicle that provides the travel locus information is preferably a vehicle that travels regularly or regularly on a road such as a route bus. In this case, it is possible to periodically acquire the travel locus information.

  As long as the traveling locus information indicates the traveling locus of the vehicle, the traveling locus information may be a combination of a plurality of points, a line shape, a belt shape having a predetermined width, or the like. The travel locus information may be information on a travel route within a predetermined range from the position where the communication unit 21 is installed, for example.

  The trajectory setting unit 22 functions as an automatic driving trajectory setting means for setting an automatic driving trajectory with respect to a road, and is constituted by, for example, an electronic control unit. The electronic control unit is mainly configured by a computer including a CPU, a ROM, and a RAM, for example. The setting of the automatic driving track is a process of setting the automatic driving track as a route for automatic driving with respect to the road on the map data. For example, a basic trajectory along the center position of a road lane may be set as an automatic driving trajectory, or an automatic driving trajectory may be set based on a traveling trajectory on which the vehicle has traveled in the past.

  The track update unit 23 functions as a track update unit that corrects and updates the automatic driving track based on the traveling track of the vehicle, and is configured by, for example, an electronic control unit. The track update unit 23 compares, for example, an already set automatic driving track with a driving track on which the vehicle has actually traveled, and travels when the driving track deviates more than a predetermined distance from the automatic driving track. Set the trajectory as a new automatic driving trajectory and update the automatic driving trajectory. As a result, when a broken or parked vehicle is parked on the road, or when there is an obstacle, it is not possible to travel along the automatic driving track. Can provide support.

  Further, it is preferable that the track update unit 23 updates the automatic driving track in consideration of the driving load. For example, it is preferable to calculate the driving load of the vehicle according to the degree of deviation between the road track and the automatic driving track along the shape of the road, and to update the automatic driving track based on the driving load. In this case, the trajectory updating unit 23 functions as a driving load calculating unit that calculates the driving load of the vehicle. Thus, by updating the automatic driving track in consideration of the driving load, a natural track with a low driving load can be set as the automatic driving track. For this reason, driving support by smooth running is possible.

  The recording unit 24 functions as a recording unit that records an automatic driving track, a vehicle traveling track, and the like, and records and holds, for example, set automatic driving track coordinate data and vehicle traveling track coordinate data. A database is used.

  The in-vehicle device 3 is a device mounted on the vehicle, and receives the driving support information including the automatic driving trajectory information from the roadside device 2 to automatically control the vehicle. The in-vehicle device 3 includes a communication unit 31, a navigation system 32, an operation control unit 33, a surrounding detection unit 34, a recording unit 35, and a travel drive unit 36. The communication unit 31, the navigation system 32, the operation control unit 33, the surroundings detection unit 34, the recording unit 35, and the travel drive unit 36 are configured to be able to input and output signals to each other.

  The communication unit 31 is a road-to-vehicle communication device that performs road-to-vehicle communication, and is installed in the vehicle and performs road-to-vehicle communication with the communication unit 21 installed on the road. As this communication part 31, what can communicate with the communication part 21 using an optical beacon, an electric wave beacon, or FM multiplex broadcasting, for example is used. The communication unit 31 functions as a receiving unit that receives driving support information. The received driving assistance information is recorded and saved in the recording unit 35.

  The navigation system 32 functions as own vehicle position detecting means for detecting the position of the own vehicle. For example, a navigation system 32 having road map data and capable of detecting a position using GPS (Global Positioning System) is used. .

  The operation control unit 33 functions as an automatic operation control unit that performs automatic operation control, and includes, for example, an electronic control unit mainly composed of a computer including a CPU, a ROM, and a RAM. The operation control unit 33 performs automatic operation control by outputting a control signal to the traveling drive unit 36 so that the vehicle travels along the automatic operation track.

  The surrounding detection unit 34 is detection means for detecting an object around the host vehicle, and for example, a millimeter wave radar, a laser radar, a camera, or the like is used. The detection signal of the surrounding detection unit 34 is input to the operation control unit 33. When there is an obstacle or the like on the automatic driving track, the driving control unit 33 performs automatic driving by calculating a detour route or judging a stop so as to avoid the obstacle.

  The recording unit 35 is a recording unit that records the received automatic driving trajectory and the like. The traveling drive unit 36 performs a traveling operation, a braking operation, and a steering operation of the host vehicle in accordance with a control signal output from the operation control unit 33. For example, an engine ECU (Electronic Control Unit), a brake ECU, a steering It is comprised by ECU.

  Next, the operation of the driving support system according to the present embodiment will be described.

  FIG. 2 is a flowchart showing a driving assistance content transmission process in the driving assistance system 1 according to the present embodiment. The control process shown in FIG. 2 is repeatedly executed at a predetermined cycle by the roadside device 2, for example.

  First, as shown in S10 of FIG. 2, an automatic driving trajectory setting process is performed. The automatic driving trajectory setting process is a process of setting a trajectory when the vehicle automatically drives, and for example, sets an automatic driving trajectory on a road in a predetermined range.

  As shown in FIG. 3, the automatic driving track A is set along the road B. In the setting process of the automatic driving track A, for example, the automatic driving track A may be set along the center position of the lane of the road B, or the track on which the vehicle has traveled in the past is set as the automatic driving track A. Also good. The set automatic driving trajectory A is recorded in the recording unit 24 as, for example, xy coordinate data. The automatic driving track A is not laid as a physical rail, but is set as a track in automatic driving control of the vehicle and used as an IT rail.

  And it transfers to S12 of FIG. 2, and a driving assistance possible area | region setting process is performed. The driving supportable area setting process is a process of setting a road area where driving support is possible. For example, a road area where the automatic driving track is set is set as an area where driving assistance is possible, and a road area where the automatic driving path is not set is set as an area where driving assistance is not possible.

  And it transfers to S14 and a driving assistance content setting process is performed. The driving assistance content setting process is a process of setting driving assistance contents that can provide driving assistance for each position on the road. For example, in an area where driving assistance is possible, driving assistance contents such as provision of information on automatic driving trajectories and provision of traffic information on roads are set for each position on the road.

  And it transfers to S16 and a driving assistance equipment setting process is performed. The driving support equipment setting process is a process of setting the equipment of a vehicle that can provide driving support for each position on the road. For example, in the region where driving assistance is possible, the contents of vehicle equipment necessary for receiving provision of information on the automatic driving trajectory are set for each position on the road. Specifically, the equipment contents such as the equipment equipped with the communication function with the radio wave beacon and the equipment equipped with the communication function with the optical beacon are set as the contents of the equipment of the vehicle necessary for receiving provision of the information on the automatic driving trajectory.

  And it transfers to S18 and a transmission process is performed. The transmission process is a process of transmitting driving support information to a vehicle to be a driving support target. For example, as the driving support information, information on a driving support possible area, information on driving support contents, and vehicle equipment information necessary for receiving driving support are transmitted. Moreover, some information may be transmitted among the information of a driving assistance possible area, the information of the driving assistance content, and the vehicle equipment information required for receiving driving assistance.

  Further, in this transmission process, when there is a transmission request from a vehicle to be a driving support target, it is preferable to transmit the driving support information according to the traveling position of the vehicle. For example, information on whether or not driving support is possible according to the travel position of the vehicle, information on the details of driving support when driving support is possible, or all or part of information on vehicle equipment for receiving driving support is transmitted. Is done. When the transmission process of S18 is completed, a series of control processes of the driving assistance content transmission process is terminated.

  According to such driving support content transmission processing, at least driving support information for a position on the road, possible driving support information at a position on the road, and vehicle equipment information necessary for driving support on the position of the road By sending driving assistance information including one to the mobile body, it is possible to provide driving assistance for vehicles traveling on the road, whether assistance is provided for driving assistance, and whether equipment is provided for driving assistance. Can be recognized. For this reason, it is possible to easily determine whether or not a vehicle that is a driving assistance target can receive driving assistance according to a position on the road. Accordingly, it is possible to perform appropriate driving support according to the traveling position of the vehicle.

  FIG. 4 is a flowchart showing an automatic driving trajectory update process in the driving support system 1 according to the present embodiment. The automatic driving track update process shown in FIG. 4 is a process of correcting and updating the automatic driving track based on the traveling track of the vehicle, and is repeatedly executed by the road side device 2 at a predetermined cycle, for example.

  First, as shown in S20 of FIG. 4, a travel route acquisition process is performed. The travel route acquisition process is a process of acquiring travel locus information on which the vehicle has traveled. For example, information on the travel locus on which the vehicle actually traveled is received and acquired by road-to-vehicle communication with the vehicle. The travel locus information acquired here includes the route of the road on which the vehicle has traveled, and further includes the traveled lane and the travel position in the lane. This travel locus information is acquired as, for example, xy coordinate data. For this reason, information on the road and lane on which the vehicle has traveled can be acquired, and information on the travel position in the lane can also be acquired. The travel locus data acquired in S20 is recorded in the recording unit 24 as travel locus data. When new travel locus data is recorded, travel locus data on the road is calculated together with past travel locus data within a predetermined period. For example, the average travel locus data obtained by combining the data within a predetermined period including the current travel locus data is calculated, or the overall travel locus data is calculated by increasing the weight of data closer to the current time.

  Then, the process proceeds to S22, and it is determined whether or not the deviation degree between the actual traveling locus of the vehicle and the automatic driving locus is equal to or greater than a threshold value. For example, it is determined whether or not the average value of the areas where the actual traveling track deviates from the currently set automatic driving track is equal to or greater than a predetermined threshold value.

  As shown in FIG. 5 (a), when there is a merge path A1 on the road A with two lanes on one side, the automatic driving track B is set along the center position of the right lane. Since M1 is approaching from the left side, the other vehicle M1 is detected by the surrounding detection unit 34, and the vehicle travels by the automatic driving by deviating from the automatic driving track B so as to avoid contact with the other vehicle M1. For this reason, the traveling trajectory C (C1, C2,...) Of the vehicle deviates from the automatic driving trajectory B. At this time, it is determined whether or not the average value of the area S where the traveling track C deviates from the automatic driving track B is equal to or greater than a predetermined threshold value. The deviation area S is an area of a region surrounded by the automatic driving track B and the traveling track C.

  When the average value of the areas S where the traveling track C deviates from the automatic driving track B is equal to or greater than a predetermined threshold, the degree of divergence between the actual traveling track of the vehicle and the automatic driving track is the threshold. It is determined that the value is greater than or equal to the value. On the other hand, if the average value of the area S where the traveling track C deviates from the automatic driving track B is not equal to or greater than a preset threshold value, the degree of divergence between the actual traveling track of the vehicle and the automatic driving track is the threshold value. It is judged that it is not above.

  In S22, when it is determined whether or not the degree of deviation between the actual traveling locus of the vehicle and the automatic driving track is equal to or greater than the threshold value, the actual traveling track has deviated from the currently set automatic driving track. Whether or not the degree of deviation between the actual traveling track of the vehicle and the automatic driving track is greater than or equal to a threshold value by a determination process other than determining whether or not the average value of the area is equal to or greater than a predetermined threshold value. You may judge. For example, depending on whether or not the average value of the maximum distance at which the actual traveling track deviates from the currently set automatic driving track is equal to or greater than a predetermined threshold, the actual traveling track and the automatic driving track of the vehicle It may be determined whether or not the degree of divergence is greater than or equal to a threshold value.

  If it is determined in S22 that the degree of deviation between the actual traveling locus of the vehicle and the automatic driving track is not greater than or equal to the threshold value, the series of control processing of the automatic driving track update processing is terminated.

  On the other hand, if it is determined in S22 that the degree of deviation between the actual driving locus of the vehicle and the automatic driving track is greater than or equal to the threshold value, it is determined whether or not there is a different driving route from the automatic driving track. Determination is made (S24). For example, if there is another lane that is closer to the actual driving track than the automatic driving track, it is determined that there is a different driving route, and if there is no other lane that is closer to the actual driving track than the automatic driving track, It is determined that there is no route travel route.

  If it is determined in S24 that there is a travel route other than the automatic operation track, the travel route of the other route is set as a new automatic operation track and the automatic operation track is updated (S26). The new automatic driving trajectory data is recorded in the recording unit 24.

  On the other hand, when it is determined in S24 that there is no travel route other than the automatic driving track, the actual driving track of the vehicle is set as a new automatic driving track and the automatic driving track is updated (S28). . The new automatic driving trajectory data is recorded in the recording unit 24. Even when there is a different route, if it is preferable to set the actual driving locus of the vehicle as a new automatic driving track, the actual driving track is set as a new automatic driving track. May be.

  For example, as shown in FIG. 5B, when there is a lane next to each other, instead of setting the adjacent lane as an automatic driving track, the automatic driving track B may be set along the actual traveling route of the vehicle. Good. Smooth travel is possible when there is a travel plan that makes a left turn at an intersection just ahead.

  Further, not only when there is a junction as shown in FIG. 5, but also when there is a parked vehicle M2 as shown in FIG. 6, the automatic driving trajectory B and the traveling trajectory C of the vehicle are compared, and the actual traveling trajectory of the vehicle is compared. When the degree of deviation between C and the automatic driving track B is equal to or greater than the threshold value, the automatic driving track B may be updated.

  And it transfers to S30 and a transmission process is performed. In the transmission process, the transmission process is a process of transmitting driving support information to a vehicle to be a driving support target. Here, the updated information on the automatic driving track is transmitted as the driving support information. In this transmission process, when there is a transmission request from a vehicle to be a driving assistance target, driving assistance information may be transmitted according to the traveling position of the vehicle. When the transmission process of S30 is finished, a series of control processes of the automatic driving trajectory update process is finished.

  According to such an automatic driving track update process, the automatic driving track is corrected based on the actual traffic situation and driving environment of the road by updating the automatic driving track based on the driving track of the moving body on the road. Can do. For this reason, it is possible to provide appropriate driving support for sudden disturbances such as the presence of obstacles such as parked vehicles on the road and accidents. Therefore, it is possible to provide appropriate driving support according to traffic conditions and vehicle driving environments.

  FIG. 7 is a flowchart showing an automatic driving trajectory update process in the driving support system 1 according to the present embodiment. The automatic driving trajectory update process shown in FIG. 7 is a process of correcting and updating the automatic driving trajectory based on the driving burden amount of the vehicle. For example, the automatic driving trajectory update process is repeatedly executed by the road side device 2 at a predetermined cycle.

  First, as shown in S <b> 40 of FIG. 7, an operation burden calculation process is performed. The driving load amount calculation process is a process of calculating the driving load amount in the vehicle. For example, the driving load amount is calculated according to the degree of deviation between the road track and the automatic driving track along the shape of the road.

  As shown in FIG. 8A, for example, a road trajectory D along the shape of the road A is a trajectory along the center position of the road A. When the automatic driving track B is set along the road track D, the steering operation is small and the driving load is small. On the other hand, as shown in FIG. 8B, if there is lane merging, vehicle M2 parking, road construction, etc., and the automatic driving track B deviates from the road track D, the steering operation increases. The driving burden is large.

  The calculation of the driving burden is performed based on, for example, the deviation rate of the automatic driving track B from the road track D, the automatic driving automation level, and the travel distance. In the travel route, assuming that the deviation rate of the automatic driving track B from the road track D is m, the automatic driving automation level is n, and the driving route distance is l, the driving load index value Q indicating the driving load is expressed by the following formula ( It is calculated by 1).

  Q = 1 / (1-n) / m (1)

  The automation level indicates a level at which the operation can be automated. A positive value in the range of 0 to 1 is set, and a larger value is set as the automation level is higher.

  The driving load index value Q is calculated by adding the driving load index value P of each route for a driving route including a plurality of routes having different divergence rates m, automation levels n, and the like. The index value Q may be calculated.

  For example, as shown in FIG. 9A, when there are a first route X1 passing through the P2 point and a second route X2 passing through the P2 ′ route as the route from the P1 point to the P3 point, these first ones. The driving load index values of the route X1 and the second route X2 are calculated as the driving load index values from the P1 point to the waypoint, respectively, and the driving load index values from the waypoint to the point P3 are calculated. What is necessary is just to calculate by adding a value.

  In the first route X1, the divergence rate in the route from the P1 point to the P2 route is 0.1, the automatic driving automation level is 0.5, the distance is 3 km, and the divergence in the route from the P2 route to the P3 point When the rate is 0.2, the automatic driving automation level is 0.9, and the distance is 5 km, the driving load index value Q1 of the first route X1 is P2 from the P1 point as shown in the following equation (2). It is calculated by adding the driving burden index value of the route to the waypoint and the driving burden index value of the route from the point P2 to the point P3.

  Q1 = 3 · (1-0.5) · 0.1 + 5 · (1-0.9) · 0.2 = 0.17 (2)

  Further, in the second route X1, the divergence rate in the route from the P1 point to the route P2 is 0.1, the automatic driving automation level is 0.4, the distance is 5 km, and the route from the route P2 to the point P3 When the divergence rate is 0.2, the automated driving automation level is 0.6, and the distance is 2 km, the driving burden index value Q2 of the second route X2 is P1 point as shown in the following equation (3): Is calculated by adding the driving load index value of the route from P2 to P2 and the driving load index value of the route from P2 to P3.

  Q1 = 5 · (1−0.4) · 0.1 + 2 · (1−0.6) · 0.2 = 0.46 (3)

  And it transfers to S42 of FIG. 7 and an automatic driving | operation track update process is performed. The automatic driving track update process is a process of correcting and updating the automatic driving track based on the driving load of the vehicle on the road. For example, when there are a plurality of driving routes to the same point, the driving route with a small driving load Is set as the automatic driving trajectory and the automatic driving trajectory is updated.

  As shown in FIG. 9A, when the vehicle travels from the P1 point to the P3 point and there are two routes, the first route X1 and the second route X2, the first route X1 and the second route X2 Of these, it is preferable to set a route having a small driving burden as an automatic driving track. In this case, a natural trajectory with a small driving burden can be set as an automatic driving trajectory, and driving support by smooth running is possible. Therefore, in the traveling environment shown in FIG. 9A, it is preferable to set the first route X1 having a small driving load index value as the automatic driving track.

  However, as shown in FIG. 9B, when the automation level is reduced from 0.9 to 0.1 by road construction on the route from the point P2 to the point P3 on the first route X1, the following equation (4) As shown, the driving load index value of the first route X1 increases to 1.05.

  Q1 = 3. (1-0.5) .0.1 + 5. (1-0.1) .0.2 = 1.05 (4)

  For this reason, the driving load index value of the first route X1 becomes larger than the driving load index value of the second route X2. In this case, it is preferable to set the second route X2 having a small driving burden index value as an automatic driving track. Therefore, the second route X2 having a small driving burden index value is set as a new automatic driving track, and the automatic driving track is updated.

  FIG. 10 is an explanatory diagram when the automatic driving track is changed by the automatic driving track update process.

  As shown in FIG. 10A, when there is merging of the lane A1, parking of the vehicle M2, road construction, etc., and the automatic driving track B is set to meander, the steering operation increases and the driving burden is increased. It will be big. In such a case, as shown in FIG. 10B, the automatic driving track B is changed and updated along the road track of the adjacent lane. As a result, the steering operation is small and the driving load is small.

  According to such an automatic driving orbit update process, a natural orbit having a low driving load can be set as an automatic driving orbit by updating the automatic driving orbit according to the driving load. For this reason, driving assistance by smooth running can be performed.

  FIG. 11 is a flowchart showing an automatic driving trajectory update process in the driving support system 1 according to the present embodiment. The automatic driving track updating process shown in FIG. 11 is a process of correcting and updating the automatic driving track based on the travel density of the vehicle, and is repeatedly executed by the road side device 2 at a predetermined cycle, for example.

  First, as shown in S50 of FIG. 11, a travel density acquisition process is performed. The travel density acquisition process is a process for acquiring the travel density of the vehicle. For example, the travel density information of the vehicle is acquired by road-to-vehicle communication with the vehicle, and the travel density of the vehicle is calculated based on the travel path of the vehicle. Is called. The travel density of the vehicle may be calculated based on travel route data within a predetermined period.

  And it transfers to S52 and the route determination process of an automatic driving | running track is performed. The route determination process of the automatic driving track is a process of determining the route of the automatic driving track based on the travel density of the vehicle. For example, the travel density distribution of the vehicle is calculated, it is determined whether the area of the travel density area within a certain range is equal to or greater than a preset threshold, and the area of the travel density area is determined in advance. If it is equal to or greater than the set threshold value, the road connecting the area and the area with high travel density in the vicinity thereof is determined as the automatic driving track. On the other hand, if the area of the travel density area is not equal to or greater than a preset threshold value, the area already in the automatic driving track is not changed.

  And it transfers to S54 and an automatic driving | running track setting process is performed. The automatic driving track setting process is a process of setting the automatic driving track determined in S52 as a new automatic driving track. Data of the automatic driving track set as a new automatic driving track is recorded in the recording unit 24.

  Then, the process proceeds to S56, where it is determined whether or not there has been a change in the automatic driving track network. For example, it is determined whether or not an automatic driving track network including a plurality of automatic driving tracks has been changed. If it is determined in S56 that the automatic driving track network has changed, automatic driving track update processing is performed (S58), and the updated automatic driving track information is sent to the vehicle to be driven. It is transmitted (S60).

  According to such an automatic driving track update process, by updating the automatic driving track according to the driving density, a highly convenient automatic driving track can be set by bundling the driving route of the vehicle. You can guide people around. For this reason, efficient transportation can be performed by a mass transportation system such as a bus. Moreover, if such automatic driving orbit update processing is continued for a certain period of time, it is possible to guide in a direction of consolidating houses and commercial areas, so that compulsory city planning such as taxation and regulation becomes unnecessary.

  For example, as shown to Fig.12 (a), when the automatic driving | running track is not set according to a travel density, the vehicle which goes to a station from a house etc. will use each path | route. On the other hand, as shown in FIG. 12B, the flow of the vehicle is unified by setting the automatic driving track B according to the traveling density and bundling the traveling route of the vehicle. For this reason, as shown in FIG.12 (c), a person gathers around the automatic driving | running | working track | orbit B, and it can be guide | induced to the direction which brings together a residential area and a commercial area. Therefore, compulsory city planning such as taxation and regulations becomes unnecessary.

  In addition, embodiment mentioned above shows an example of the driving assistance system which concerns on this invention. The driving support system according to the present invention is not limited to the driving support system according to this embodiment, and the driving support system according to the embodiment may be modified or otherwise changed without changing the gist described in each claim. It may be applied to the above.

  For example, in the above-described embodiment, the vehicle driving support system has been described as a moving body. However, the present invention may be applied to driving support systems in other moving bodies.

1 is a schematic configuration diagram of a driving support system according to an embodiment of the present invention. It is a flowchart which shows the driving assistance content transmission process in the driving assistance system of FIG. It is explanatory drawing of the automatic driving | operation track | orbit setting process in the driving assistance content transmission process of FIG. It is a flowchart which shows the automatic driving | operation track update process based on the driving | running | working locus | trajectory of the driving assistance system of FIG. It is explanatory drawing of the automatic driving | running | working track update process based on the driving track of FIG. It is explanatory drawing of the automatic driving | running | working track update process based on the driving track of FIG. It is a flowchart which shows the automatic driving | operation track update process based on the driving | operation burden of the driving assistance system of FIG. It is explanatory drawing of the automatic driving | operation track update process based on the driving | operation burden of FIG. It is explanatory drawing of the automatic driving | operation track update process based on the driving | operation burden of FIG. It is explanatory drawing of the automatic driving | operation track update process based on the driving | operation burden of FIG. It is a flowchart which shows the automatic driving | operation track update process based on the driving density of the driving assistance system of FIG. It is explanatory drawing of the automatic driving | operation track update process based on the travel density of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance system, 2 ... Roadside device, 3 ... In-vehicle apparatus, 21 ... Communication part, 22 ... Track setting part, 23 ... Track update part, 24 ... Recording part, 31 ... Communication part, 32 ... Navigation system, 33 ... Operation control unit, 34 ... Ambient detection unit, 35 ... Recording unit, 36 ... Running drive unit.

Claims (2)

In a driving support system that performs driving support by transmitting driving support information to a mobile object that is a driving support target,
Automatic driving trajectory setting means for setting an automatic driving trajectory for the road;
Traveling locus acquisition means for acquiring a traveling locus in which the mobile object actually traveled on the road ;
The travel locus is compared with the automatic driving track, and when the degree of divergence between the traveling locus and the automatic driving track is equal to or greater than a predetermined threshold, the traveling locus is set as a new automatic driving track and updated. and the trajectory updating means for,
Transmitting means for transmitting information on the automatic driving trajectory updated as the driving support information to a mobile object that is a driving support target;
A driving support system comprising: A driving load calculating means for calculating a driving load according to the degree of deviation between the road trajectory and the automatic driving trajectory along the shape of the road,
The trajectory updating means corrects and updates the automatic driving trajectory based on the driving burden.
The driving support system according to claim 1.

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