JP2015141560A - 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: interruption cause determination means for determining whether or not there exists a cause of interruption ahead of a guide route for which automatic operation independent of driver operation needs to be interrupted; driver state acquisition means for acquiring the state of the driver; demand prediction means which, when it is determined that the cause of interruption exists ahead of the guide route, predicts, on the basis of the driver state, whether or not the driver will demand the continuation of automatic operation upon arrival at a place where the cause of interruption exists; resetting means for resetting the interruption timing of automatic operation when it is predicted that the driver will demand the continuation of automatic operation; and operation setting means for setting up so that automatic operation is switched to manual operation dependent on driver operation on the basis of the interruption timing of automatic operation that was reset via the resetting means.

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 independent of a driver's operation, and a navigation method using the navigation device. Furthermore, the program can realize the following functions for the navigation device. Specifically, an interruption factor determination means (41) for determining whether or not there is an interruption target event that needs to interrupt automatic driving that does not depend on the driver's operation in front of the guide route, and the state of the driver Driver status acquisition means (41) that acquires the suspension factor determination means, and when the interruption target event is determined to exist ahead of the guide route, based on the driver status, the interruption When reaching the point where the target event exists, a request prediction means (41) for predicting whether or not the driver requests the continuation of the automatic driving, and the driver operates the automatic driving via the request prediction means. When it is predicted that continuation of the automatic operation is desired, a resetting means (41) for resetting the automatic driving interruption timing, and the automatic driving re-interruption timing reset via the resetting means And operation setting means (41) for setting the automatic operation to switch to manual operation due to an operation of the driver based on the grayed, characterized by comprising a.

  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, The interruption timing for interrupting automatic operation can be reset and changed. Then, the navigation device can be set to switch from automatic driving to manual driving depending on the driver's operation based on the reset automatic driving re-interruption timing, and the automatic driving is appropriately continued until the re-interruption timing. Thus, driver 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 “automatic driving continuation determination processing” of FIG. 3. It is a figure which shows an example of an avoidance path | route.

  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, link gradient, road width to which the link belongs, railroad crossing, etc. for corners, data on radius of curvature, intersections, T-junctions, corner entrances and exits, etc. In addition to general roads such as national roads, prefectural roads, narrow streets, etc., 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 ROM 43 stores a standard fuel consumption Z of the host vehicle 1, for example, Z = 25 km / L. The standard fuel consumption Z of the host vehicle 1 may be set and stored in a road type such as a toll road, a general road, and a narrow street.

  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 to be set 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 vehicle position, for example, within 5km ahead of the vehicle. 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 S113, 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 exists in the interruption object event which needs to interrupt automatic driving within the predetermined distance ahead from the own vehicle position. If it is determined not to be performed, the process 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 (see FIG. 6) of “automatic driving continuation determination process” for determining whether or not the automatic driving can be continued when the point at which the interruption target event exists is reached, and then, in S17. Move on to processing.

  Here, the sub-process of the “automatic driving continuation determination process” executed by the CPU 41 in S16 will be described with reference to FIG. As shown in FIG. 6, first, in S <b> 311, the CPU 41 avoids an interruption target event that needs to interrupt an automatic operation that exists within a predetermined distance forward from the vehicle position on the guidance route, for example, within 5 km ahead. The avoidance route is searched by a known Dijkstra method and stored in the RAM 42.

  Specifically, the events that need to be interrupted for autonomous driving include branching of complex intersections such as interchanges, junctions such as tollgates where the number of destination lanes is more than 3 lanes, and installation of exits that exit toll roads When it is raining or snowing that makes it difficult to detect the road (rampway) and the white line of the road, the CPU 41 is within the second distance ahead of the vehicle position, for example, the next interchange existing within 15 km ahead. The avoidance route to the destination is searched via the next toll booth or the exit way (rampway) exiting the next toll road, and stored in the RAM 42.

  In addition, when the interruption target event that needs to interrupt the automatic driving is an approach route that enters the service area or the parking area, the CPU 41 is within the second forward distance from the vehicle position, for example, within 15 km ahead. A search is made for an avoidance route that leads to an entry route for entering the next service area or parking area, and the result is stored in the RAM 42.

  For example, as shown in FIG. 7, the CPU 41 passes through an attachment road (rampway) at the exit of the HH interchange 83 of the toll road 82 existing within 5 km ahead of the own vehicle position (vehicle position mark 81) detected by the GPS 31. Thus, a guidance route 86 to the destination 85 is displayed on the liquid crystal display 15. On the other hand, when the determination result that the driver's line of sight is not facing forward is received from the vehicle control ECU 3, the CPU 41 is within the second forward distance in the traveling direction from the HH interchange 82, for example, within 15 km forward. The avoidance path 88 that reaches the destination 85 via the attachment way (rampway) at the exit of the next QQ interchange 87 is searched by the known Dijkstra method and stored in the RAM 42.

  Subsequently, in S312, the CPU 41 displays an input screen provided with an input frame for inputting the allowable distance difference L1, the allowable fuel consumption difference F1, and the allowable arrival time difference T1 that the driver can allow when traveling on the avoidance route. 15 is displayed. Then, the CPU 41 notifies the driver by voice so as to input the allowable distance difference L1, the allowable fuel consumption difference F1, and the allowable arrival time difference T1. For example, the CPU 41 informs through the speaker 16 with a voice “Please input an allowable distance difference, an allowable fuel consumption, an allowable arrival time difference into each input frame”. Then, the CPU 41 stores in the RAM 42 the allowable distance difference L1, the allowable consumption fuel difference F1, and the allowable arrival time difference T1 input to each input frame by the driver via the operation unit 14.

  Thereafter, in S313, the CPU 41 executes determination processing for determining whether or not the avoidance route searched in S311 exists, that is, whether or not the avoidance route is stored in the RAM. If it is determined that there is no avoidance route (S313: NO), the CPU 41 proceeds to the process of S318 described later. On the other hand, when there is an avoidance path, that is, when the avoidance path is stored in the RAM 42 (S313: YES), the CPU 41 proceeds to the process of S314.

  In S314, the CPU 41 avoids an interruption target event that needs to interrupt the automatic driving existing ahead of the host vehicle position, for example, an avoidance route to the destination by avoiding an interchange or an exit from the toll road, and avoidance Instead, when the event to be interrupted is reached, automatic driving is switched to manual driving depending on the driver's operation, and a distance difference ΔL from the original guide route to the destination is calculated and stored in the RAM 42.

  Specifically, the CPU 41 reads the link length of each link on the avoidance route from the navigation map information 26, and adds up to calculate the distance of the avoidance route. The CPU 41 reads the link length of each link on the original guide route from the navigation map information 26, and sums it up to calculate the distance of the original guide route. The CPU 41 subtracts the distance of the original guide route from the distance of the avoidance route, calculates the distance difference ΔL, and stores it in the RAM 42. For example, as shown in FIG. 7, the CPU 41 calculates a distance difference ΔL between the distance from the avoidance route 88 to the destination 85 and the distance from the guide route 86 to the destination 85. Store in the RAM 42.

  In S315, the CPU 41 consumes the fuel consumed when traveling on the avoidance route from the own vehicle position and arrives at the destination, and when traveling on the original guide route from the own vehicle position and arrives at the destination. A difference in fuel consumption ΔF from the consumed fuel is calculated and stored in the RAM 42. Specifically, the CPU 41 reads the standard fuel consumption Z of the host vehicle 1 from the ROM 43, for example, Z = 25 km / L, divides the distance of the avoidance route by the standard fuel consumption Z, and travels the avoidance route from the host vehicle position. To calculate the amount of fuel consumed when arriving at the destination.

  In addition, the CPU 41 divides the distance of the original guide route by the standard fuel efficiency Z, and calculates the fuel consumption consumed when traveling on the original guide route from the vehicle position and arriving at the destination. Then, the CPU 41 subtracts the consumed fuel when traveling on the original guide route from the consumed fuel when traveling on the avoidance route, calculates a consumed fuel difference ΔF, and stores it in the RAM 42. For example, as shown in FIG. 7, the CPU 41 divides the distance from the avoidance route 88 to the destination 85 and the distance from the guide route 86 to the destination 85 by the standard fuel consumption Z. Calculate the fuel consumption. Then, the CPU 41 subtracts the fuel consumed when traveling on the original guide route 86 from the fuel consumed when traveling on the avoidance route 88 to calculate a fuel consumption difference ΔF and stores it in the RAM 42.

  Next, in S316, the CPU 41 reads from the navigation map information 26 the link cost of each link from the vehicle position to the destination after traveling on the avoidance route and arriving at the destination. The travel time required to arrive at is calculated. In addition, the CPU 41 reads the link cost of each link from the vehicle position until it arrives at the destination after traveling on the original guide route, and the travel time required to arrive at the destination in total. Is calculated. Then, the CPU 41 subtracts the travel time from the vehicle position until the vehicle arrives at the destination by traveling on the original guide route from the travel time until the vehicle arrives at the destination after traveling on the avoidance route. The arrival time difference ΔT is calculated and stored in the RAM 42.

  For example, as shown in FIG. 7, the CPU 41 reads the link cost of each link from the vehicle position to the destination 85 after traveling on the avoidance route 88, that is, the average travel time, from the navigation map information 26, The travel time required to arrive at the destination is calculated. In addition, the CPU 41 reads the link cost of each link from the vehicle position to the destination 85 after traveling on the guide route 86 and totaling the travel time required to arrive at the destination. calculate. Then, the CPU 41 subtracts the travel time when traveling on the guide route 86 from the travel time when traveling on the avoidance route 88 to calculate the arrival time difference ΔT and stores it in the RAM 42.

  Subsequently, in S317, the CPU 41 determines the allowable distance difference L1, the allowable fuel consumption difference F1, the allowable arrival time difference T1 acquired in S312, the distance difference ΔL calculated in S314, the fuel consumption difference ΔF calculated in S315, and S316. The arrival time difference ΔT calculated in the above is read from the RAM 42. Thereafter, the CPU 41 determines whether or not the distance difference ΔL is less than the allowable distance difference L1, the fuel consumption difference ΔF is less than the allowable fuel consumption difference F1, and whether the arrival time difference ΔT is less than the allowable arrival time difference T1. Execute.

  If it is determined that the distance difference ΔL is less than the allowable distance difference L1, the fuel consumption difference ΔF is less than the allowable fuel consumption difference F1, and the arrival time difference ΔT is less than the allowable arrival time difference T1 (S317: (YES), CPU41 complete | finishes the said sub process, returns to a main flowchart, and transfers to the process of S17. On the other hand, when the distance difference ΔL is the allowable distance difference L1 or more, the consumed fuel difference ΔF is the allowable consumption fuel difference F1 or more, or the arrival time difference ΔT is the allowable arrival time difference T1 or more (S317: NO), the CPU 41 The process proceeds to S318.

  In S318, the CPU 41 reads the release flag from the RAM 42, sets the release flag to ON, and stores the release flag in the RAM 42 again. When the navigation device 2 is activated, the release 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 release flag from the RAM 42 and executes a determination process for determining whether or not the release flag is set to ON. And when it determines with the cancellation | release flag being set to OFF (S17: NO), CPU41 transfers to the process of S18.

  In S18, the CPU 41 obtains the route data of the avoidance route acquired in S311 and the link ID of each link from the vehicle position to the destination on the avoidance route, the coordinates of both end points (nodes), the link length, and the link of each link. A gradient or the like is transmitted to the vehicle control ECU 3. In addition, the CPU 41 does not cancel the automatic operation at an interruption target event existing within, for example, 5 km within a predetermined distance in front of the vehicle control ECU 3 with respect to the vehicle control ECU 3 until the interruption target event on the avoidance route is reached. Instruct to drive. The CPU 41 displays the avoidance route as a new guidance route on the map of the liquid crystal display 15 to perform route guidance, and ends the processing.

  Thereby, the CPU 71 of the vehicle control ECU 3 receives the route data of the avoidance route received from the navigation device 2, the link ID of each link from the vehicle position to the destination on the avoidance route, the coordinates of both end points (nodes), the link Based on the length, the gradient of each link, and the like, an operation plan for traveling by automatic operation from the own vehicle position until reaching the event to be interrupted on the avoidance route is created and stored in the RAM 72. Further, the CPU 71 transmits the created operation plan to the navigation device 2.

  For example, as shown in FIG. 7, the CPU 71 of the vehicle control ECU 3 travels automatically on the toll road 82 from the own vehicle position (vehicle position mark 81) to the QQ interchange 87, and before the exit of the QQ interchange 87. An operation plan for setting the automatic operation to the manual operation of the driver at 500 m is created and stored in the RAM 72.

  On the other hand, if it is determined in S17 that the release flag is set to ON (S17: YES), the CPU 41 proceeds to the process of S19. In S19, 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 guidance route, for example, the front 500m such as an interchange or a toll road exit. This is notified by voice through the speaker 16. In addition, when the vehicle position has reached an interruption target event that requires the automatic driving on the guidance route to be interrupted, the CPU 41 transmits the fact to the vehicle control ECU 3 and then ends the process.

  As a result, the CPU 71 of the vehicle control ECU 3 causes the own vehicle position to reach 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. Cancel automatic operation and set to manual operation. For example, as shown in FIG. 7, when the CPU 71 of the vehicle control ECU 3 reaches the front 500 m of the HH interchange 83 on the guide route 86, the automatic operation is canceled and the manual operation is set.

  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 It is predicted that continuation is desired, and an avoidance route that avoids cancellation of automatic driving at an interruption target event is searched.

  The distance difference between the avoidance route and the original guide route, the difference in fuel consumption, and the arrival time difference are less than the allowable distance difference L1 set by the driver and less than the allowable fuel consumption difference F1, and further, the allowable arrival When the time difference is less than T1, the CPU 41 can set the avoidance route as a new guide route and reset the interruption target event on the avoidance route as the interruption timing for interrupting the automatic driving. Specifically, a point for switching from automatic driving not depending on driver operation to manual driving depending on driver operation is set on the avoidance route as the interruption timing. Then, the CPU 41 can be set to switch from the automatic driving to the manual driving depending on the driver's operation based on the re-interruption timing of the reset automatic driving. In this way, 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.

  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 resetting means sets the reinterruption timing of the automatic operation so that it is later than the discontinuation timing of the automatic operation before the resetting in terms of distance or time.
According to the navigation device having the above-described configuration, the re-interruption timing is later than the discontinuation timing of the automatic driving before the resetting in terms of distance or time. It is possible to continue properly until the re-interruption timing.

The second configuration is as follows.
It comprises an allowance judging means for judging whether or not the driver can tolerate the re-interruption timing of the automatic operation reset through the resetting means, and the operation setting means is arranged through the allowance judging means. When it is determined that the driver is acceptable, the automatic operation is switched to the manual operation based on the re-interruption timing.
According to the navigation device having the above configuration, after the automatic operation is continued until the re-interruption timing allowed by the driver, it can be set to switch from the automatic operation to the manual operation depending on the operation of the driver. The driver's discomfort with respect to can be further suppressed.

The third configuration is as follows.
Current position acquisition means for acquiring a current position, wherein the resetting means avoids the interruption target event from the current position acquired by the current position acquisition means and searches for an avoidance path search means that reaches the destination The resetting means resets the automatic driving interruption timing based on the avoidance route.
According to the navigation device having the above configuration, setting is made to switch from automatic driving to manual driving depending on the driver's operation at the next branch based on the avoidance route from the current position to the interruption target event and reaching the destination. And automatic operation can be reliably continued until the re-interruption timing.

The fourth configuration is as follows.
The resetting means resets the interruption timing of the automatic driving on the avoidance route.
According to the navigation device having the above-described configuration, the automatic driving interruption timing is reset on the avoidance route, so the automatic driving re-interruption timing is more distance or temporal than the automatic driving interruption timing before resetting. And can be set reliably to be late.

The fifth configuration is as follows.
The allowance determining means compares at least one of a travel distance, fuel consumption, and arrival time on the guide route and the avoidance route, and determines whether the driver is acceptable. And
According to the navigation device having the above-described configuration, when at least one of the travel distance, the fuel consumption, and the arrival time is compared in the avoidance route and the original guidance route, Since the re-interruption timing is set, the driver's discomfort with respect to the interruption of the automatic driving can be further suppressed.

The sixth configuration is as follows.
An interruption history storage means for storing interruption history information at a point where the automatic driving is interrupted is provided, and the interruption target event is at least one of a road feature 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 82 Toll road 83 HH interchange 85 Destination 86 Guide route 87 QQ interchange 88 Avoidance route

Claims (9)

Interruption factor determination means for determining whether there is an interruption target event that needs to interrupt automatic driving not depending on the driver's operation in front of the guide route;
Driver status acquisition means for acquiring the status of the driver;
When it is determined that the interruption target event exists in front of the guide route via the interruption factor determination means, when the point where the interruption target event exists is reached based on the state of the driver, Request prediction means for predicting whether or not the driver requests to continue the automatic operation;
When the driver is predicted to request the continuation of the automatic driving through the request prediction unit, a resetting unit that resets the interruption timing of the automatic driving;
Driving setting means for setting the automatic driving to be switched to manual driving depending on the operation of the driver based on the re-interruption timing of the automatic driving reset through the resetting means;
A navigation device characterized by comprising:   The re-setting means sets the re-interruption timing of the automatic operation to be a timing later than the discontinuation timing of the automatic operation before the reset with respect to distance or time. The navigation device according to 1. Comprising a permission determining means for determining whether or not the driver can allow the re-interruption timing of the automatic operation reset through the resetting means;
The operation setting unit is configured to switch from the automatic operation to the manual operation based on the re-interruption timing when it is determined that the driver is allowable through the allowance determination unit. The navigation device according to claim 1 or 2. A current position acquisition means for acquiring the current position;
The resetting means includes avoidance route search means for searching for an avoidance route from the current position acquired by the current position acquisition means to the destination by avoiding the interruption target event,
The navigation device according to any one of claims 1 to 3, wherein the resetting unit resets the automatic driving interruption timing based on the avoidance route.   The navigation device according to claim 4, wherein the resetting unit resets the automatic driving interruption timing on the avoidance route.   The allowance determining means compares at least one of a travel distance, fuel consumption, and arrival time on the guide route and the avoidance route, and determines whether the driver is acceptable. The navigation device according to claim 4 or 5. Comprising an interruption history storage means for storing interruption history information at a point where the automatic driving is interrupted,
The navigation according to any one of claims 1 to 6, 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. An interruption factor determination step for determining whether there is an interruption target event that needs to interrupt the automatic driving not depending on the operation of the driver in front of the guide route;
A driver state acquisition step of acquiring the state of the driver;
When it is determined in the interruption factor determination step that the interruption target event exists in front of the guidance route, the point where the interruption target event exists based on the driver state acquired in the driver state acquisition step A request prediction step for predicting whether or not the driver desires to continue the automatic driving when
When it is predicted that the driver desires to continue the automatic driving in the request prediction step, a resetting step of resetting the automatic driving interruption timing;
An operation setting step for setting the automatic operation to be switched to a manual operation depending on the operation of the driver based on the re-interruption timing of the automatic operation reset in the reset step;
A navigation method characterized by comprising: In a computer equipped with a driver status acquisition means for acquiring the driver status,
An interruption factor determination step for determining whether there is an interruption target event that needs to interrupt the automatic driving not depending on the operation of the driver in front of the guide route;
A driver state acquisition step of acquiring the state of the driver;
When it is determined in the interruption factor determination step that the interruption target event exists in front of the guidance route, the point where the interruption target event exists based on the driver state acquired in the driver state acquisition step A request prediction step for predicting whether or not the driver requests the continuation of the automatic operation,
When it is predicted that the driver desires to continue the automatic driving in the request prediction step, a resetting step of resetting the automatic driving interruption timing;
An operation setting step for setting the automatic operation to be switched to a manual operation depending on the operation of the driver based on the re-interruption timing of the automatic operation reset in the reset step;
A program for running

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