JP2015141101A - Navigation device, navigation method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a navigation device, a navigation method, and a program capable of changing interruption timing with which automatic operation is interrupted.SOLUTION: The navigation device includes: demand prediction means which, when it is determined that there exists a cause of interruption ahead of a guide route for which automatic operation needs to be interrupted, predicts, on the state of a driver, whether or not the driver will demand the continuation of automatic operation at arrival at a place where the cause of interruption exists; limited vehicle speed acquisition means for acquiring a limited vehicle speed which is slower than the current vehicle speed when it is predicted via the demand prediction means that the driver will demand the continuation of automatic operation; tolerance determination means for determining whether or not the driver can tolerate a difference in traveling time when the driver would have traveled at the current vehicle speed and the limited vehicle speed from the current position to the place where the cause of interruption exists; and continuation setting means for setting up so that automatic operation is continued at the limited vehicle speed when it is determined via the tolerance determination means that the driver can tolerate.

Description

  The present invention relates to a navigation device, a navigation method, and a program capable of changing an interruption timing for interrupting automatic driving.

Conventionally, various techniques for switching from automatic operation to manual operation have been proposed.
For example, a vehicle during automatic driving recognizes the position of the vehicle by a lane marker sensor that detects GPS and lane markers. If the vehicle needs to be branched to the destination based on the destination and map data entered at the start of autonomous driving, the vehicle will branch off from the main line to the rampway to the road infrastructure. Request to switch to driving.

  Then, the vehicle prompts the driver to wake up to the branch point and requests wake up. However, if the vehicle cannot confirm the driver's awakening, the vehicle transmits a message to that effect to the road infrastructure. If the road infrastructure can be moved to the save area, the road infrastructure instructs the driver to continue the automatic driving as it is and stop in the predetermined save area. There is an automatic driving canceling device configured such that the vehicle moves to a evacuation area according to an instruction from the road infrastructure, stops, and waits for the driver to awaken (see, for example, Patent Document 1).

JP 2002-163799 A

  However, in the automatic driving cancellation device described in the above-mentioned Patent Document 1, even if the driver is awake, the driver continues the automatic driving, such as in a telephone conversation state or watching TV. There are many cases of requesting. In such a case, the vehicle informs the driver that switching from automatic driving to manual driving and interrupts the automatic driving at the branch point, which may cause discomfort to the driver. That is, in such a case, it is necessary for the vehicle to appropriately continue the automatic driving and change the interruption timing for interrupting the automatic driving.

  Therefore, the present invention has been made to solve the above-described problems, and provides a navigation device, a navigation method, and a program that can change the interruption timing for interrupting automatic driving.

  In order to achieve the above object, a navigation device (2), a navigation method and a program according to the present invention include a navigation device capable of resetting automatic driving interruption timing, a navigation method using the navigation device, and a navigation device. On the other hand, it is a program that can realize the following functions. Specifically, the current position acquisition means (31) for acquiring the current position, the current vehicle speed acquisition means (51) for acquiring the current vehicle speed, and the automatic driving needs to be interrupted ahead of the guide route during the automatic driving. An interruption factor determination unit (41) for determining whether or not there is an interruption target event, a driver state acquisition unit (41) for acquiring a driver state, and the interruption target event exists in front of the guide route A demand prediction means (41) for predicting whether or not the driver requests the continuation of the automatic driving when reaching the point where the interruption target event exists based on the state of the driver when determined. A limit vehicle speed acquisition means (41) for acquiring a limit vehicle speed slower than the current vehicle speed when the driver is predicted to request continuation of automatic driving via the request prediction means; and the current vehicle And a travel time difference calculating means (41) for calculating a travel time difference when the vehicle travels from the current position to the point where the interruption target event exists according to the limit vehicle speed, and the travel time difference calculated via the travel time difference calculating means When it is determined that the driver is allowed through the allowance determining means, the automatic determination is continued at the limited vehicle speed. And a continuation setting means (41).

  In the navigation device, the navigation method, and the program having the above-described configuration, when the navigation device reaches a point where the interruption target event exists ahead of the guide route, when the driver predicts that the driver wants to continue automatic driving, It is possible to automatically drive at a limited vehicle speed that is slower than the current vehicle speed, and to delay the arrival time arriving at the point where the interruption target event exists by a difference in traveling time that the driver can tolerate. Therefore, the navigation device can be set to switch from automatic driving to manual driving depending on the driver's operation by appropriately continuing automatic driving at the limited vehicle speed, delaying the interruption timing for interrupting automatic driving, Discomfort can be suppressed.

It is a block diagram which shows an example of the structure regarding this invention in the own vehicle. It is a figure which shows an example of the interruption history data table stored in interruption history DB. It is a main flowchart which shows the "automatic driving continuation process" performed in a navigation apparatus. It is a subflowchart which shows the subprocess of the "automatic driving interruption prediction process" of FIG. FIG. 4 is a sub-flowchart showing a sub-process of “driver delivery determination process” of FIG. 3. FIG. FIG. 4 is a sub-flowchart showing a sub-process of the “delivery timing correction process” of FIG. 3. FIG.

  Hereinafter, a navigation device, a navigation method, and a program according to an embodiment of the present invention will be described in detail with reference to the drawings based on an embodiment.

[Schematic configuration of own vehicle]
A schematic configuration of the host vehicle 1 according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the host vehicle 1 according to the present embodiment basically includes a navigation device 2 installed on the host vehicle 1 and a vehicle control ECU (Electronic Control Unit) 3.

  Here, the navigation device 2 is provided on the center console or panel surface of the interior of the host vehicle 1, and displays a map around the vehicle and a search route to the destination, and voice guidance regarding route guidance. Is provided. Then, the current position of the host vehicle 1 is specified by the GPS 31 or the like, and when the destination is set, the route to the destination is searched, and guidance according to the set guide route is displayed on the liquid crystal display 15 and the speaker 16. To do. The detailed configuration of the navigation device 2 will be described later.

  The vehicle control ECU 3 is an electronic control unit that controls the entire host vehicle 1. The vehicle control ECU 3 is connected to a navigation control unit 13 (to be described later) included in the navigation device 2. The vehicle control ECU 3 is connected to a vehicle display (vehicle LCD) 5 for displaying a speedometer, a human interface (HMI) 6, an indoor camera 76, a DVD drive 77, and a vehicle speed sensor 51 for detecting the vehicle speed.

  The vehicle control ECU 3 includes a CPU 71 as an arithmetic device and a control device, an internal storage device such as a RAM 72 used as a working memory when the CPU 71 performs various arithmetic processes, and a ROM 73 in which a control program and the like are recorded. Yes. Then, the CPU 71 creates an operation plan based on the route data of the guide route received from the navigation control unit 13 of the navigation device 2, the gradient information of each link on the route, the link length, and the like.

  The human interface 6 is provided with an automatic operation start button 61 for instructing the start of automatic operation. The driver can instruct the vehicle control ECU 3 to start automatic driving by pressing the automatic driving start button 61 on a toll road such as a national highway, a city highway, and a general toll road.

  When an instruction for starting automatic driving is input, the CPU 71 operates the driver on the guidance route according to the driving plan, such as a toll road exit road (rampway), toll gate (interchange), or the like. Set the interruption timing to switch from automatic operation that does not depend on manual operation to driver operation. For example, the CPU 71 sets the interruption timing at a position 500 m before the exit of the toll road. Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering, and the like, and starts automatic operation until the interruption timing on the guide route.

  The indoor camera 76 images the driver and outputs an image signal to the vehicle control ECU 3. The CPU 71 performs image processing on the image signal input from the indoor camera 76, detects the presence or absence of the driver's dozing state, the driver's line-of-sight direction, the driver's posture, and the like, and outputs them to the navigation device 2. Further, the DVD drive 77 outputs a video signal read from the DVD to the vehicle control ECU 3. The CPU 71 outputs the video signal input from the DVD drive 77 to the vehicle display 5 to reproduce the video. It should be noted that a weight / body pressure distribution measurement sensor (not shown) is arranged on a seat (not shown), and the posture and the like of the driver are detected by measuring the weight and weight distribution of the driver seated on the seat. Good.

[Schematic configuration of navigation device]
Next, a schematic configuration of the navigation device 2 will be described. As shown in FIG. 1, the navigation apparatus 2 according to the present embodiment includes a current location detection processing unit 11 that detects the current position of the host vehicle, a data recording unit 12 that records various data, and input information. The navigation control unit 13 for performing various arithmetic processes, the operation unit 14 for receiving operations from the operator, the liquid crystal display (LCD) 15 for displaying information such as a map to the operator, and route guidance A communication device 17 that communicates with a speaker 16 that outputs voice guidance related to, etc., a road traffic information center (not shown), a map information distribution center (not shown), and the like via a mobile phone network, and the liquid crystal display 15 It is comprised from the touchscreen 18 with which the surface was mounted | worn.

Instead of the touch panel 18, a remote controller, joystick, mouse, touch pad, etc. may be provided.
A vehicle speed sensor 51 is connected to the navigation control unit 13. The navigation control unit 13 is electrically connected to the vehicle control ECU 3 so as to be able to acquire the driver's dozing state, the driver's line-of-sight direction, the driver's posture, and the like.

  Hereinafter, each component constituting the navigation device 2 will be described. The current position detection processing unit 11 includes a GPS 31 and the like, and includes the current position of the own vehicle 1 (hereinafter referred to as “own vehicle position”), the own vehicle direction, The travel distance, elevation angle, etc. can be detected. For example, it is possible to detect the turning speed of the three axes by the gyro sensor, and to detect the azimuth (horizontal direction) and the traveling direction of the elevation angle.

  Further, the communication device 17 can receive the latest traffic information and weather information distributed from a probe center, a road traffic information center, and the like (not shown) at predetermined time intervals (for example, every five minutes). It is configured. The “traffic information” is, for example, detailed information related to traffic information such as travel time of each link, road traffic information regarding road traffic congestion, traffic regulation information due to road construction, building construction, and the like. In the case of road traffic information, the detailed information is the actual length of the traffic jam, the time when traffic congestion is expected to be resolved, and in the case of traffic regulation information, the duration of road construction, construction work, etc. The type of traffic regulation such as lane regulation, the time zone of traffic regulation, etc. The communication device 17 is configured to be capable of bidirectional communication with a mobile information terminal (not shown) via Bluetooth (registered trademark).

  The data recording unit 12 includes an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25, an interruption history database (interruption history DB) 27 stored in the hard disk, And a driver (not shown) for reading a predetermined program or the like and writing predetermined data to the hard disk.

  The map information DB 25 stores navigation map information 26 used for travel guidance and route search of the navigation device 2. The interruption history DB 27 stores an interruption history data table 28 (see FIG. 2) that stores the position of the point set to interrupt automatic driving and switch to manual driving depending on the driver's operation, the number of interruptions, and the like. Has been.

  Here, the navigation map information 26 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, Search for intersection data related to intersections, node data related to node points, link data related to roads (links), search data for searching routes, facility data related to POI (Point of Interest) such as stores that are a type of facility, and points. Search data and the like.

  In addition, as node data, actual road junctions (including intersections, T-junctions, etc.), node coordinates (positions) set for each road according to the radius of curvature, etc. Elevation, node attribute indicating whether the node is a node corresponding to an intersection, etc., a connection link number list that is a list of link IDs that are identification numbers of links connected to the node, and a node of a node adjacent to the node via a link Data related to an adjacent node number list that is a list of numbers is recorded.

  Further, as link data, a link ID for specifying a link for each link constituting the road, a link length indicating the length of the link, a coordinate position (for example, latitude and longitude) of the start point and end point of the link, Data indicating presence / absence of median strip, link slope, road width to which the link belongs, level crossing, legal speed, etc., regarding the corner, data representing the radius of curvature, intersection, T-junction, corner entrance and exit, etc. Regarding road types, in addition to general roads such as national roads, prefectural roads, and narrow streets, data representing toll roads such as national highways, urban highways, general toll roads, and toll bridges are recorded.

  Furthermore, regarding toll roads, data relating to the toll road entrance and exit attachment roads (rampways), toll gates (interchanges), charges for each travel section, and the like are recorded. A toll road such as a national highway, a city highway, a car road, and a general toll road is referred to as a toll road. One-digit or two-digit national roads excluding toll roads, three-digit or more national roads, major local roads, prefectural roads, municipal roads, etc. are called general roads.

  In addition, as search data, data used for searching and displaying a route to a set destination is recorded, and costs for passing through a node (hereinafter referred to as node cost) and roads are configured. Cost data used for calculating a search cost including a link cost (hereinafter referred to as a link cost), route display data for displaying a guidance route selected by the route search on a map of the liquid crystal display 15, and the like. It is configured. This link cost is data indicating the average travel time required to pass through the link, and is, for example, “3 (min)”.

The facility data includes hotel, amusement park, palace, hospital, gas station, parking lot, station, airport, ferry landing, interchange (IC), junction (JCT), service area, parking area (PA). POI names and addresses, telephone numbers, coordinate positions on the map (for example, latitude and longitude of the center position, entrance, exit, etc.), facility icons and landmarks that display the location of the facility on the map, etc. Are stored together with the facility ID that identifies the POI. In addition, a registered facility ID for specifying a registered facility such as a convenience store or a gas station registered by the user is also stored.
The contents of the map information DB 25 are updated by downloading update information distributed from the map information distribution center (not shown) via the communication device 17.

  As shown in FIG. 1, the navigation control unit 13 constituting the navigation device 2 is a working device that controls the entire navigation device 2, the CPU 41 as the control device, and the CPU 41 performs various arithmetic processes. In addition to being used as a memory, it has a RAM 42 for storing route data when a route is searched, an internal storage device such as a ROM 43 for storing control programs, a timer 45 for measuring time, etc. Yes. The ROM 43 resets the automatic driving interruption timing, which is set so as to interrupt the automatic driving of the host vehicle 1 to be described later and to switch to the manual driving depending on the operation of the driver based on the state of the driver. Programs such as “operation continuation processing” (see FIG. 3) are stored.

  The operation unit 14 is operated when correcting the current position at the start of travel, inputting a departure point as a guidance start point and a destination as a guidance end point, or when searching for information about facilities, etc. Consists of keys and multiple operation switches. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches.

  Also, the liquid crystal display 15 includes map information currently traveling, map information around the destination, operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic Information, news, weather forecast, time, mail, TV program, etc. are displayed.

  Further, the speaker 16 outputs voice guidance or the like for guiding traveling along the guidance route based on an instruction from the navigation control unit 13. Here, the voice guidance to be guided includes, for example, “200m ahead, turn right at XX intersection”.

  The touch panel 18 is a transparent panel-like touch switch mounted on the display screen of the liquid crystal display 15. Various instruction commands can be input by pressing buttons or a map displayed on the screen of the liquid crystal display 15. It is possible to do the same. Note that the touch panel 18 may be configured by an optical sensor liquid crystal method or the like that directly presses the screen of the liquid crystal display 15.

Here, an example of the interruption history data table 28 stored in the interruption history DB 27 will be described with reference to FIG.
As shown in FIG. 2, the interruption history data table 28 includes “management No.”, “link ID”, “interruption occurrence location”, “interrupt occurrence factor”, “last interruption occurrence date / time”, and “passing”. It consists of “number of times” and “number of interruptions”.

  In this “management No.”, the order stored in the interruption history data table 28 is stored. The “link ID” stores an identification number that identifies the link where the automatic driving is interrupted. In the “interruption occurrence location”, a coordinate position (for example, latitude and longitude) where the automatic operation is interrupted is stored. The “interruption occurrence factor” stores the latest interruption target event among the interruption target events that were required to interrupt the automatic operation. The “date and time of last interruption occurrence” stores the date when the latest interruption of automatic driving occurred. The “number of passes” stores the number of passes through the link specified by the “link ID”. The “number of interruptions” stores the number of times automatic operation interruption occurred on the link specified by the “link ID”.

  For example, the “interrupt occurrence factor” “merge” represents a merge when the number of lanes to which the toll road merges is three or more lanes. When “Interrupt occurrence factor” is “Sensor failure”, it was not possible to detect a white line with a camera outside the vehicle (not shown), detect a feature with a millimeter wave radar (not shown), or detect a position with the GPS 31. It represents that. When the “cause of interruption” is “exit”, exit from the automatic driving to the driver's manual driving at the toll road exit (rampway), toll booth (interchange), etc., and enter the general road Represents that.

[Automatic operation continuation processing]
Next, in the host vehicle 1 configured as described above, the process is executed by the CPU 41 of the navigation device 2 so as to interrupt the automatic driving of the host vehicle 1 and switch to the manual driving depending on the operation of the driver. The “automatic driving continuation process” for resetting the automatic driving interruption timing set to “1” based on the state of the driver will be described with reference to FIGS. The program shown in the flowcharts in FIGS. 3 to 6 is a process executed when a signal indicating that automatic driving is started is input from the vehicle control ECU 3. Further, when the automatic driving start button 61 is pressed on the toll road, the vehicle control ECU 3 starts an automatic driving and then transmits an automatic driving start signal indicating that the automatic driving has started to the navigation device 2. .

  As shown in FIG. 3, first, in step (hereinafter abbreviated as “S”) 11, the CPU 41 of the navigation device 2 determines whether or not an automatic driving start signal indicating that automatic driving has started is input from the vehicle control ECU 3. That is, a determination process for determining whether or not automatic driving is in progress is executed. And when the automatic driving | operation start signal showing the start of automatic driving | operation is not input from vehicle control ECU3 (S11: NO), CPU41 determines with not being in automatic driving | operation and complete | finishes the said process.

  On the other hand, when an automatic driving start signal indicating that automatic driving has started is input from the vehicle control ECU 3 (S11: YES), the CPU 41 proceeds to the processing of S12. In S12, the CPU 41 executes the sub-process (see FIG. 4) of the “automatic driving interruption prediction process” for determining whether or not there is an interruption target event that needs to interrupt the automatic driving in front of the guidance route. The process proceeds to S13.

  Here, the sub-process of the “automatic driving interruption prediction process” executed by the CPU 41 in S12 will be described with reference to FIG. As shown in FIG. 4, in S <b> 111, the CPU 41 reads from the navigation map information 26 road features within a predetermined distance from the vehicle position on the guidance route, for example, road information within 5 km ahead of the vehicle, that is, road information. Then, within a predetermined distance from the vehicle position on the guide route, branching of complex intersections such as interchanges, junctions where the number of destination lanes such as toll booths is more than 3 lanes, attachment roads for exits exiting toll roads ( When there is an approach route to the rampway), the service area, or the parking area, the CPU 41 stores the coordinate position of the point and the road feature in the RAM 42 as an interruption target event that requires the automatic driving to be interrupted.

  In S112, the CPU 41 sends the latest weather information within a predetermined range centered on the vehicle position via the communication device 17, for example, within a radius of 5 km from the vehicle position, to a probe center and a road traffic information center (not shown). Etc. Based on the latest weather information, the CPU 41 has rain or snow that makes it difficult to detect a white line on the road within a predetermined distance from the vehicle position on the guidance route, for example, within 5 km ahead of the vehicle. In this case, the central coordinate position of the point and the weather information are stored in the RAM 42 as an interruption target event that requires the automatic operation to be interrupted.

  Subsequently, in S113, the CPU 41 reads, from the navigation map information 26, a link ID existing on a guide route within a predetermined distance from the own vehicle position, for example, within 5 km ahead of the own vehicle from the own vehicle position. Then, when this link ID is stored in the “link ID” of the interruption history data table 28, the CPU 41 sets the coordinate position of the “interrupt occurrence place” corresponding to the link ID and the “interrupt occurrence factor”. The latest data is read out and stored in the RAM 42 as an interruption target event that requires the automatic operation to be interrupted.

  Thereafter, in S114, the CPU 41 determines the coordinate position, the road feature, and the central coordinate position within the predetermined forward distance from the own vehicle position, for example, within 5 km ahead of the own vehicle, as an interruption target event that requires the automatic operation to be interrupted in the RAM 42. And the weather information, or a determination process for determining whether or not at least one of the latest data of the coordinate position of the “interrupt occurrence place” and the “interrupt occurrence factor” is stored in the RAM 42 is executed. If the interrupt target event that needs to interrupt the automatic operation is not stored in the RAM 42 (S114: NO), the CPU 41 ends the sub-process, returns to the main flowchart, and proceeds to the process of S13. To do. In S111 to S114, the interruption target event acquired by the CPU 41 is not limited to within 5 km ahead of the host vehicle, and may be present within 10 km forward of the host vehicle, for example.

  On the other hand, when the interruption target event that requires the automatic operation to be interrupted is stored in the RAM 42 (S114: YES), the CPU 41 proceeds to the process of S115. In S115, the CPU 41 reads the interruption occurrence flag from the RAM 42, sets the interruption occurrence flag to ON, and stores it again in the RAM 42. When the navigation device 2 is activated, the interruption occurrence flag is set to OFF and stored in the RAM 42. Thereafter, the CPU 41 ends the sub-process, returns to the main flowchart, and proceeds to the process of S13.

  Subsequently, as shown in FIG. 3, in S <b> 13, the CPU 41 reads out the interruption occurrence flag from the RAM 42, and executes a determination process for determining whether or not it is set to ON. And when it determines with the interruption generation | occurrence | production interruption flag being set to OFF (S13: NO), CPU41 interrupts automatic driving within the front predetermined distance from the own vehicle position, for example, within 5 km ahead of the own vehicle. It is determined that there is no necessary interruption target event, and the processing ends.

  On the other hand, when it is determined that the interruption occurrence flag is set to ON (S13: YES), the CPU 41 proceeds to the process of S14. In S <b> 14, the CPU 41 executes a “driver delivery determination process” sub-process (see FIG. 5) that predicts whether or not the driver desires to continue the automatic driving when the point where the interruption target event exists is reached. Thereafter, the process proceeds to S15.

  Here, the sub-process of the “driver delivery determination process” executed by the CPU 41 in S14 will be described with reference to FIG. As shown in FIG. 5, in S <b> 211, the CPU 41 requests the vehicle control ECU 3 to perform image processing on the image signal input from the indoor camera 76 and determine whether or not the driver is in a dozing state. As a result, the CPU 71 of the vehicle control ECU 3 performs image processing on the image signal input from the indoor camera 76, determines whether or not the driver is dozing, and outputs the determination result to the navigation device 2.

  When the CPU 41 of the navigation device 2 receives the determination result that the driver is dozing from the vehicle control ECU 3, the CPU 41 reads the dozing flag from the RAM 42, sets the dozing flag to ON, and again stores it in the RAM 42. After storing, the process proceeds to S212. On the other hand, when the CPU 41 receives a determination result from the vehicle control ECU 3 that the driver is in an awake state, the CPU 41 proceeds to the process of S212. When the navigation device 2 is activated, the dozing flag is set to OFF and stored in the RAM 42.

  Subsequently, in S212, the CPU 41 requests the vehicle control ECU 3 to perform image processing on the image signal input from the indoor camera 76 and determine whether or not the driver's line of sight is looking forward. As a result, the CPU 71 of the vehicle control ECU 3 performs image processing on the image signal input from the indoor camera 76, determines whether the driver's line of sight is looking forward, and outputs the determination result to the navigation device 2. For example, as a result of image processing of an image signal input from the indoor camera 76, when the driver is viewing a book or magazine at hand, or when the driver is viewing a vehicle display 5 or the like playing a DVD, the CPU 71 Determines that the driver's line of sight is not looking forward.

  When the CPU 41 of the navigation device 2 receives a determination result that the driver's line of sight is not looking forward from the vehicle control ECU 3, the CPU 41 reads the line of sight flag from the RAM 42, sets the line of sight flag to ON, After storing again in the RAM 42, the process proceeds to S213. On the other hand, when the CPU 41 receives a determination result from the vehicle control ECU 3 that the driver's line of sight is looking forward, the CPU 41 proceeds to the process of S213. When the navigation device 2 is activated, the line-of-sight flag is set to OFF and stored in the RAM 42.

  Subsequently, in S213, the CPU 41 requests the vehicle control ECU 3 to perform image processing on the image signal input from the indoor camera 76 to determine whether or not the driver posture is the driving posture. Accordingly, the CPU 71 of the vehicle control ECU 3 performs image processing on the image signal input from the indoor camera 76, determines whether or not the driver's posture is the driving posture, and outputs the determination result to the navigation device 2. For example, when the driver seat is tilted backward, the CPU 71 determines that the driver posture is not the driving posture.

  When the CPU 41 of the navigation device 2 receives a determination result from the vehicle control ECU 3 that the driver's posture is not the driving posture, the CPU 41 reads the posture flag from the RAM 42, sets the posture flag to ON, and again the RAM 42. Then, the process proceeds to S214. On the other hand, when the CPU 41 receives a determination result that the driver's posture is the driving posture from the vehicle control ECU 3, the CPU 41 proceeds to the process of S214. When the navigation device 2 is activated, the attitude flag is set to OFF and stored in the RAM 42.

  Subsequently, in S <b> 214, the CPU 41 determines whether or not two-way communication is performed with a mobile information terminal (not shown) carried by the driver via the communication device 17 using Bluetooth (registered trademark). That is, the CPU 41 determines the operation status of the electronic device of the driver. Note that examples of the mobile information terminal include a mobile phone, a smartphone, and a tablet terminal.

  If the CPU 41 determines that the mobile information terminal (not shown) carried by the driver is carrying out bidirectional communication via Bluetooth (registered trademark) via the communication device 17, the CPU 41 reads the device flag from the RAM 42. After the device flag is set to ON and stored again in the RAM 42, the process proceeds to S215. On the other hand, if the CPU 41 determines that bidirectional communication is not being performed with a mobile information terminal (not shown) carried by the driver via the communication device 17 via Bluetooth (registered trademark), the CPU 41 proceeds to the process of S215. The device flag is set to OFF and stored in the RAM 42 when the navigation device 2 is activated.

  Subsequently, in S215, the CPU 41 reads a doze flag, a line-of-sight flag, an attitude flag, and a device flag from the RAM 42, and executes a determination process for determining whether there is a flag set to ON. When all of the dozing flag, the line-of-sight flag, the posture flag, and the device flag are set to OFF (S215: NO), the CPU 41 determines that the driver has reached the point where the interruption target event exists. It is determined that the continuation of the automatic operation is not desired, that is, it can be set to the manual operation, the sub-process is terminated, the process returns to the main flowchart, and the process proceeds to S15.

  On the other hand, when at least one of the dozing flag, the line-of-sight flag, the posture flag, and the device flag is set to ON (S215: YES), the CPU 41 has reached a point where the interruption target event exists. At this time, it is predicted that the driver desires to continue the automatic driving, and the process proceeds to S216. In S216, the CPU 41 reads the transfer flag from the RAM 42, sets the transfer flag to ON, and stores it in the RAM 42 again. When the navigation device 2 is activated, the delivery flag is set to OFF and stored in the RAM 42. Thereafter, the CPU 41 ends the sub-process, returns to the main flowchart, and proceeds to the process of S15.

  Subsequently, as shown in FIG. 3, in S <b> 15, the CPU 41 reads a transfer flag from the RAM 42 and executes a determination process for determining whether or not the flag is set to ON. And when it determines with the delivery flag being set to OFF (S15: NO), CPU41 transfers to the process of S19 mentioned later.

  On the other hand, if it is determined that the delivery flag is set to ON (S15: YES), the CPU 41 proceeds to the process of S16. In S16, the CPU 41 executes a sub-process (refer to FIG. 6) of the “delivery timing correction process” for correcting the vehicle speed so as to delay the arrival time at the point where the interruption target event exists, and then proceeds to the process of S17. .

  Here, the sub-process of the “delivery timing correction process” executed by the CPU 41 in S16 will be described with reference to FIG. As shown in FIG. 6, first, in S311, the CPU 41 delays the arrival time to arrive at an interruption target event such as a toll road exit (rampway) or a toll gate (interchange) in automatic operation. An input screen provided with an input frame for inputting an allowable delay time T1 allowable by the driver is displayed on the liquid crystal display 15.

  Then, the CPU 41 notifies the driver by voice so as to input the allowable delay time T1. For example, the CPU 41 informs through the speaker 16 “Please input an allowable delay time for delaying the arrival time into the input frame” by voice. Then, the CPU 41 stores in the RAM 42 the allowable delay time T1 input to the input frame by the driver via the operation unit 14.

  Subsequently, in S312, the CPU 41 determines the distance L1 from the own vehicle position to the event to be interrupted such as an attachment road (rampway) of a toll road existing in front of the own vehicle, a toll booth (interchange), etc. And stored in the RAM 42. Specifically, the CPU 41 calculates the distance L1 from the link length of each link from the vehicle position to the interruption target event, and stores it in the RAM 42.

  In S 313, the CPU 41 detects the current vehicle speed V 1 via the vehicle speed sensor 51 and stores it in the RAM 42.

  Thereafter, in S314, the CPU 41 navigates the statutory speed of each link from the position of the vehicle to the event to be interrupted such as an attachment road (rampway) of a toll road existing in front of the vehicle and a toll gate (interchange). Read from information 26. Then, the CPU 41 stores a speed of 85% of the legal speed in the RAM 42 as the limit vehicle speed V2. For example, when the legal speed of the link where the host vehicle position is 100 km / h, the CPU 41 stores 85 km / h in the RAM 42 as the limited vehicle speed V2. Note that the CPU 41 may set the limit vehicle speed V2 to an arbitrary speed between 80% and 90%, not limited to 85% of the legal speed.

  Subsequently, in S315, the CPU 41 travels at the limit vehicle speed V2 from the own vehicle position to an interruption target event such as an attachment road (rampway) of a toll road existing in front of the own vehicle or a toll gate (interchange). An arrival time difference ΔT from the case of traveling at the current vehicle speed V1, that is, ΔT = (L1 / V2−L1 / V1) is calculated and stored in the RAM 42.

  In S316, the CPU 41 reads the allowable delay time T1 and the arrival time difference ΔT from the RAM 42, and executes a determination process for determining whether the arrival time difference ΔT is longer than the allowable delay time T1. If it is determined that the arrival time difference ΔT is not longer than the allowable delay time T1 (S316: NO), the CPU 41 ends the sub-process, returns to the main flowchart, and proceeds to the process of S17.

  On the other hand, when it is determined that the arrival time difference ΔT is longer than the allowable delay time T1 (S316: YES), the CPU 41 proceeds to the process of S317. In S317, the CPU 41 reads the correction flag from the RAM 42, sets the correction flag to ON, and stores the correction flag in the RAM 42 again. When the navigation device 2 is activated, the correction flag is set to OFF and stored in the RAM 42. Thereafter, the CPU 41 ends the sub-process, returns to the main flowchart, and proceeds to the process of S17.

  Subsequently, as shown in FIG. 3, in S <b> 17, the CPU 41 reads a correction flag from the RAM 42 and executes a determination process for determining whether or not the correction flag is set to ON. And when it determines with the correction flag being set to ON (S17: YES), CPU41 transfers to the process of S18.

  In S18, the CPU 41 reads the limit vehicle speed V2 from the RAM 42, changes and sets the current vehicle speed V1 to the limit vehicle speed V2 with respect to the vehicle control ECU 3, for example, changes and sets V2 = 85 (km / h), and interrupts. A vehicle speed change instruction for instructing automatic driving to the target event is transmitted. Then, the CPU 41 cancels the automatic driving for the driver when it reaches an interruption target event that needs to interrupt the automatic driving on the guide route, for example, the front 500 m such as an interchange or a toll road exit. Is notified by voice through the speaker 16, and the process is terminated.

  Further, when the CPU 71 of the vehicle control ECU 3 receives a vehicle speed change instruction from the navigation device 2, the CPU 71 changes the vehicle speed from the current vehicle speed V1 to the limit vehicle speed V2, and continues the automatic operation until the interruption target event. As a result, the host vehicle 1 arrives at the interruption target event with a delay of the arrival time difference ΔT. Then, the CPU 71 cancels the automatic driving when the own vehicle position reaches an interruption target event that needs to interrupt the automatic driving on the guidance route, for example, the front side 500 m such as an interchange or a toll road exit. Set the driver to manual operation.

  On the other hand, if it is determined in S17 that the correction flag is set to OFF (S17: NO), the CPU 41 proceeds to the process of S19. In S19, the CPU 41 transmits to the vehicle control ECU 3 a vehicle speed continuation instruction that instructs the vehicle control ECU 3 to automatically drive up to the interruption target event at, for example, V1 = 100 (km / h). Then, the CPU 41 cancels the automatic driving for the driver when it reaches an interruption target event that needs to interrupt the automatic driving on the guide route, for example, the front 500 m such as an interchange or a toll road exit. Is notified by voice through the speaker 16, and the process is terminated.

  In addition, when the CPU 71 of the vehicle control ECU 3 receives a vehicle speed continuation instruction from the navigation device 2, the CPU 71 continues the automatic driving until the interruption target event at the current vehicle speed V <b> 1. As a result, the host vehicle 1 arrives at the interruption target event without delaying the scheduled time. Then, the CPU 71 cancels the automatic driving when the own vehicle position reaches an interruption target event that needs to interrupt the automatic driving on the guidance route, for example, the front side 500 m such as an interchange or a toll road exit. Set the driver to manual operation.

  As described above in detail, in the host vehicle 1 according to the present embodiment, the CPU 41 of the navigation device 2 automatically operates such as an exit of a toll road within a predetermined distance from the host vehicle position on the guide route during automatic driving. When there is an interruption target event that needs to be interrupted, the vehicle control ECU 3 is instructed to detect the driver's line-of-sight direction, doze state, posture, and the like with the indoor camera 76.

  When the driver 41 receives a detection result from the vehicle control ECU 3, such as when the driver is asleep or the line of sight is not facing forward, the CPU 41 determines whether the driver Expect to request continuation. Then, the CPU 41 determines that the arrival time difference ΔT between the case where the vehicle travels at the limited vehicle speed V2 and the current vehicle speed V1 from the own vehicle position to the interruption target event existing ahead of the own vehicle is longer than the allowable delay time T1. In this case, the current vehicle speed V1 is changed and set to the limit vehicle speed V2 to the vehicle control ECU 3, and a vehicle speed change instruction is transmitted so as to perform automatic driving.

  Thereby, the CPU 41 automatically operates at the limited vehicle speed V2 slower than the current vehicle speed V1, and delays the arrival time arriving at the point where the interruption target event exists by the arrival time difference ΔT longer than the allowable delay time T1 that the driver can allow. be able to. Therefore, the CPU 41 can be set so that the automatic driving is appropriately continued at the limit vehicle speed V2, the interruption timing for interrupting the automatic driving is delayed, and the automatic driving is switched to the manual driving depending on the operation of the driver. Discomfort can be suppressed.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. In the embodiment of the present invention, the vehicle control ECU 3 does not depend on the driver's operation to control all the operations of the accelerator operation, the brake operation, and the steering wheel operation, which are the operations related to the behavior of the vehicle among the operations of the vehicle. It has been described as automatic operation. However, the automatic driving that does not depend on the driver's operation means that the vehicle control ECU 3 controls at least one of the accelerator operation, the brake operation, and the steering wheel operation, which is an operation related to the behavior of the vehicle among the vehicle operations. Good. On the other hand, manual driving depending on the driver's operation has been described as a driver performing an accelerator operation, a brake operation, and a steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle.

  For example, the CPU 41 changes and sets the current vehicle speed V1 to the vehicle speed limit V2 to the vehicle control ECU 3 and transmits a vehicle speed change instruction instructing automatic driving until the event to be interrupted, and then a predetermined distance before the event to be interrupted. For example, when reaching the front side, for example, about 500 m in front, the processes of S14 to S15 may be executed again. When it is determined that the delivery flag is set to OFF (S15: NO), the CPU 41 may end the process.

  On the other hand, if it is determined that the delivery flag is set to ON (S15: YES), the CPU 41 proceeds in the traveling direction, the exit road of the next toll road (rampway), and the next toll gate (interchange). It is also possible to re-search for a change guide route that reaches the destination via, for example. Subsequently, the CPU 41 may determine whether or not an arrival time difference, a consumption fuel difference, a travel distance difference, and the like to the destination due to the change to the change guide route are allowed by the driver. If it is determined that the difference in arrival time to the destination, fuel consumption difference, mileage difference, etc. is allowed by the driver, the CPU 41 continues the automatic driving until the next interruption target event according to the change guide route. You may make it instruct | indicate with respect to vehicle control ECU3.

  As a result, the own vehicle 1 appropriately continues automatic driving to the direction of travel, the way to the next toll road exit (rampway), the next toll gate (interchange), etc., and the interruption timing for interrupting the automatic driving. Can be set so as to switch from automatic driving to manual driving depending on the operation of the driver, and driver discomfort can be suppressed.

  Moreover, although the embodiment which actualized the navigation apparatus according to the present invention has been described above, the navigation apparatus can have the following configuration, and in that case, the following effects can be obtained.

For example, the first configuration is as follows.
The driver status acquisition means includes a drowsiness acquisition means for acquiring a drowsiness status of the driver, a gaze detection means for detecting a gaze of the driver, a posture detection means for detecting a posture of the driver, and an operation status of the electronic device And at least one of the operation status acquisition means for acquiring the driver status, and the request prediction means includes at least one of the driver's sleep state, the driver's line of sight, the driver's posture, and the operation status of the electronic device. Based on one, it is predicted whether or not the driver desires to continue the automatic driving.
According to the navigation device having the above-described configuration, whether or not the driver desires to continue the automatic driving is determined based on at least one of the driver's sleep state, the driver's line of sight, the driver's posture, and the operation state of the electronic device. Predict. Thereby, the navigation apparatus can predict with high accuracy whether or not the driver desires to continue the automatic driving.

The second configuration is as follows.
An input reception that accepts an input operation of an allowable delay time from the scheduled time to reach the point where the interruption target event exists from the current position at the current vehicle speed until reaching the point where the interruption target event exists late Means for determining whether or not the driver can tolerate the difference in travel time based on the delay time input via the input receiving means.
According to the navigation device having the above configuration, in order to determine whether or not the driver can tolerate the travel time difference based on the delay time input by the driver, the navigation device sets an accurate limited vehicle speed that the driver can tolerate. be able to.

The third configuration is as follows.
The said limit vehicle speed acquisition means acquires the said limit vehicle speed based on the legal speed set to the said present position.
According to the navigation device having the above-described configuration, the limited vehicle speed is acquired based on the legal speed set at the current position. Therefore, it is possible to observe traffic rules and minimize the influence on other vehicles.

The fourth configuration is as follows.
An interruption history storage means for storing interruption history information at a point where automatic driving was interrupted is provided, and the interruption target event includes at least one of road characteristics ahead of the own vehicle, weather information ahead of the own vehicle, and the interruption history information. It is characterized by including.
According to the navigation device having the above configuration, the interruption target event includes at least one of the road feature ahead of the own vehicle, the weather information ahead of the own vehicle, and the interruption history information. Judgment can be made quickly.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Navigation apparatus 3 Vehicle control ECU
5 Vehicle LCD
25 Map information DB
26 Navigation map information 27 Interruption history DB
28 Interruption history data table 31 GPS
41, 71 CPU
42, 72 RAM
43, 73 ROM
61 Automatic operation start button 76 Indoor camera 77 DVD drive

Claims (7)

Current position acquisition means for acquiring the current position;
Current vehicle speed acquisition means for acquiring the current vehicle speed;
During automatic driving, interruption factor determination means for determining whether there is an interruption target event that needs to interrupt automatic driving ahead of the guide route,
Driver status acquisition means for acquiring the driver status;
When it is determined that the event to be interrupted exists in front of the guide route, the driver requests to continue the automatic driving when the point at which the event to be interrupted is reached based on the state of the driver. Request prediction means for predicting whether or not to do,
When it is predicted that the driver desires to continue the automatic driving through the request prediction unit, a limit vehicle speed acquisition unit that acquires a limit vehicle speed slower than the current vehicle speed;
A traveling time difference calculating means for calculating a traveling time difference when traveling from the current position to the point where the interruption target event exists according to the current vehicle speed and the limited vehicle speed;
Tolerance determination means for determining whether or not the driver can tolerate the travel time difference calculated via the travel time difference calculation means;
If it is determined that the driver is allowed via the permission determination means, a continuation setting means for setting to continue automatic driving at the limited vehicle speed;
A navigation device characterized by comprising: The driver status acquisition means
A dozing state obtaining means for obtaining a dozing state of the driver;
Line-of-sight detection means for detecting the line of sight of the driver;
Attitude detection means for detecting the attitude of the driver;
Operation status acquisition means for acquiring the operation status of the electronic device;
At least one of
Whether the driver requests the driver to continue the automatic driving based on at least one of the driver's sleep state, the driver's line of sight, the driver's attitude, and the operation state of the electronic device. The navigation device according to claim 1, wherein the navigation device is predicted. An input reception that accepts an input operation of an allowable delay time from the scheduled time to reach the point where the interruption target event exists from the current position at the current vehicle speed until reaching the point where the interruption target event exists late With means,
3. The allowance determining unit determines whether the driver can tolerate the travel time difference based on the delay time input through the input receiving unit. The navigation device described in 1.   The navigation device according to any one of claims 1 to 3, wherein the limit vehicle speed acquisition unit acquires the limit vehicle speed based on a legal speed set at the current position. Comprising an interruption history storage means for storing interruption history information at a point where automatic driving was interrupted,
The navigation according to any one of claims 1 to 4, wherein the interruption target event includes at least one of a road feature ahead of the own vehicle, weather information ahead of the own vehicle, and the interruption history information. apparatus. A current position acquisition process for acquiring the current position;
A current vehicle speed acquisition process for acquiring the current vehicle speed;
During automatic driving, an interruption factor determination step for determining whether there is an interruption target event that needs to be interrupted in front of the guidance route;
A driver state acquisition step of acquiring a driver state;
When it is determined in the interruption factor determination step that the interruption target event exists in front of the guide route, based on the driver state acquired in the driver state acquisition step, the point where the interruption target event exists A request prediction step for predicting whether or not the driver desires to continue automatic driving when
A limit vehicle speed acquisition step of acquiring a limit vehicle speed slower than the current vehicle speed when the driver is predicted to request continuation of automatic driving in the request prediction step;
A travel time difference calculating step of calculating a travel time difference when traveling from the current position to the point where the interruption target event exists based on the current vehicle speed acquired in the current vehicle speed acquisition step and the limited vehicle speed acquired in the limit vehicle speed acquisition step. When,
An acceptance determination step for determining whether or not the driver can tolerate the travel time difference calculated in the travel time difference calculation step;
If it is determined that the driver is allowed in the permission determination step, a continuation setting step for setting to continue automatic driving at the limited vehicle speed;
A navigation method characterized by comprising: A computer provided with current position acquisition means for acquiring the current position, current vehicle speed acquisition means for acquiring the current vehicle speed, and driver state acquisition means for acquiring the state of the driver,
A current position acquisition step of acquiring a current position via the current position acquisition means;
A current vehicle speed acquisition step of acquiring a current vehicle speed via the current vehicle speed acquisition means;
During automatic driving, an interruption factor determination step for determining whether there is an interruption target event that needs to be interrupted in front of the guidance route;
A driver state acquisition step of acquiring a driver state via the driver state acquisition means when it is determined in the interruption factor determination step that the interruption target event exists in front of the guide route;
Based on the driver status acquired in the driver status acquisition step, when reaching the point where the interruption target event exists, a request prediction step of predicting whether or not the driver requests continuation of automatic driving; ,
A limit vehicle speed acquisition step of acquiring a limit vehicle speed slower than the current vehicle speed when the driver is predicted to request continuation of automatic driving in the request prediction step;
A travel time difference calculating step of calculating a travel time difference when traveling from the current position to the point where the interruption target event exists based on the current vehicle speed acquired in the current vehicle speed acquisition step and the limited vehicle speed acquired in the limit vehicle speed acquisition step. When,
An acceptance determination step for determining whether or not the driver can tolerate the travel time difference calculated in the travel time difference calculation step;
If it is determined that the driver is allowed in the permission determination step, a continuation setting step for setting to continue automatic driving at the limited vehicle speed;
A program for running

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