JP2017134725A - Travelling route creation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travelling route creation device that can suppress creation of a travelling route not suiting sensation of a driver.SOLUTION: A travelling route creation device 100 comprises: a travelling data recording unit 5 that records travelling data about a travelling result of a vehicle on the basis of a location on a map of a vehicle, surrounding environment of the vehicle and travelling state of the vehicle; a travelling trajectory data recording unit 6 that records travelling trajectory data to be used in creation of the travelling route in association with map information on the basis of the travelling data; a travelling route creation unit 14 that creates the travelling route on the basis of the travelling trajectory data; and an operation intervention detection unit 18 that, when the vehicle automatically travels, detects an operation intervention in which the driver of the vehicle performs a driving operation. The travelling trajectory data recording unit is configured to create a travelling route on the basis of travelling trajectory data other than the travelling trajectory data recorded from the detection of the driver's operation intervention to right before a pre-set time.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel route generation device.

  Conventionally, JP, 2015-203972, A is known about a course generating device which generates a course which vehicles run. In this publication, a travel tolerance that allows access to the boundary line of the travel path (lane) is set based on the learning result of the driver's bag, and a travel route on which the vehicle travels is generated based on the travel tolerance. A travel route generator is described.

JP2015-203972A

  By the way, it is considered that the driver performs an operation intervention when the trajectory of the vehicle does not match the driver's sense during the automatic driving in which the vehicle automatically travels. For this reason, when an operation intervention by the driver is performed during automatic driving, there is a high possibility that the trajectory of the vehicle does not match the driver's sense. In this regard, the conventional travel route generation device is not considered and there is room for improvement.

  Therefore, in this technical field, it is desired to provide a travel route generation device that can suppress the generation of a travel route that does not match the driver's feeling.

  In order to solve the above-described problems, the present invention provides a travel route generation device that generates a travel route that is a target for a vehicle to travel in automatic driving, and includes a map information recording unit that records map information, and a map on the vehicle. A vehicle position recognition unit that recognizes the position of the vehicle, a surrounding environment recognition unit that recognizes the surrounding environment of the vehicle, a traveling state recognition unit that recognizes the traveling state of the vehicle, a position on the map of the vehicle, a surrounding environment of the vehicle, and Based on the traveling state of the vehicle, a traveling locus data recording unit that records the traveling locus data, which is position information corresponding to the traveling locus of the vehicle, in association with the map information, the position on the map of the vehicle, the surrounding environment of the vehicle, Based on the traveling state of the vehicle and the traveling locus data, a traveling route generation unit that generates a traveling route, and an operation intervention by which the driver of the vehicle starts a driving operation when the vehicle is in automatic driving are detected. operation A travel path generator that generates travel path data corresponding to a path traveled by the vehicle between a time when the operation intervention detection unit detects the operation intervention and before a preset time. Not used to generate

  ADVANTAGE OF THE INVENTION According to this invention, it can suppress producing | generating the driving | running route which does not match a driver | operator's sense.

It is a block diagram which shows the travel route production | generation apparatus which concerns on this embodiment. (A) It is a figure for demonstrating the driving | running route production | generation using driving | running | working locus data. (B) It is a figure for demonstrating the other example of the driving | running route production | generation using traveling locus data. (A) It is a figure for demonstrating the case where it is necessary to select a dynamic logic. (B) It is a figure for demonstrating the other example when there exists a need to select a dynamic logic. It is a figure for demonstrating the calculation of traveling locus data. It is a flowchart which shows the driving route generation process by a driving route generator. (A) It is a flowchart which shows the recording process of the travel data by a travel route production | generation apparatus. (B) It is a flowchart which shows the recording process of the travel locus data by a travel route production | generation apparatus. It is a figure for demonstrating the 1st modification of driving | running route generation. (A) It is a figure for demonstrating the one aspect | mode of the 2nd modification of driving | running route generation. (B) It is a figure for demonstrating the other aspect of the 2nd modification of driving | running route generation. (C) It is a figure for demonstrating the further another aspect of the 2nd modification of driving | running route generation. It is a figure for demonstrating the 3rd modification of driving | running route generation.

  Embodiments of the present invention will be described below with reference to the drawings. In addition, in each figure, the same code | symbol is attached | subjected to the same or an equivalent part, and the overlapping description is abbreviate | omitted.

  FIG. 1 is a block diagram illustrating a travel route generation device according to the present embodiment. A travel route generation device 100 shown in FIG. 1 is a device that is mounted on a vehicle such as a passenger car and generates a travel route that travels during automatic driving of the vehicle. Automatic driving is vehicle control that causes a vehicle to travel automatically without the driver performing a driving operation. The automatic driving according to the present embodiment includes vehicle control (automatic driving as driving assistance) for automatically driving the vehicle temporarily as driving assistance for the driver. The travel route is a route that is a target traveled by the vehicle in automatic driving.

[Configuration of Travel Route Generation Device]
As shown in FIG. 1, the travel route generation device 100 includes an ECU [Electronic Control Unit] 10 for generating a travel route. The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], a CAN [Controller Area Network] communication circuit, and the like. In the ECU 10, various functions are realized by loading a program stored in the ROM into the RAM and executing the program loaded in the RAM by the CPU. The ECU 10 may be composed of a plurality of electronic control units.

  Connected to the ECU 10 are a GPS receiving unit 1, an external sensor 2, an internal sensor 3, a map information recording unit 4, a traveling data recording unit 5, a traveling locus data recording unit 6, a driving operation detecting unit 7, and an automatic driving ECU 8. Yes.

  The GPS receiver 1 measures the position of the vehicle (for example, the latitude and longitude of the vehicle) by receiving signals from three or more GPS satellites. The GPS receiver 1 transmits the measured vehicle position information to the ECU 10.

  The external sensor 2 is a detection device that detects the surrounding environment of the vehicle. The external sensor 2 includes a camera, a radar [Radar], or a rider [LIDAR: Laser Imaging Detection and Ranging]. For example, the camera is provided on the back side of the windshield of the vehicle and images the front of the vehicle. The camera transmits imaging information around the vehicle to the ECU 10.

  The radar detects obstacles outside the vehicle using radio waves (for example, millimeter waves). The radar detects an obstacle by transmitting a radio wave around the vehicle and receiving the radio wave reflected by the obstacle. The radar transmits the detected obstacle information to the ECU 10. The rider detects an obstacle using light instead of radio waves. The rider transmits the detected obstacle information to the ECU 10.

  The internal sensor 3 is a detection device that detects the traveling state of the vehicle. The internal sensor 3 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor is a detector that detects the speed of the vehicle. The vehicle speed sensor transmits the detected vehicle speed information (wheel speed information) to the ECU 10. The acceleration sensor is a detector that detects the acceleration of the vehicle. For example, the acceleration sensor transmits vehicle acceleration information (longitudinal acceleration, lateral acceleration, vertical acceleration) to the ECU 10. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle. As the yaw rate sensor, for example, a gyro sensor can be used. The yaw rate sensor transmits the detected yaw rate information of the vehicle to the ECU 10.

  The map information recording unit 4 is a database that records map information. The map information recording unit 4 is formed in, for example, an HDD [Hard Disk Drive] mounted on the vehicle. The map information includes, for example, road (lane) position information, road shape information (for example, curves, straight line types, curve curvature, etc.), junction and branch path position information, and intersection position information. . Further, the map information includes information on the left and right boundary points of the lane. The left and right boundary points of the lane are points on the map that are set at predetermined intervals on the two left and right white lines forming the lane. The left and right boundary points of the lane will be described later.

  The travel data recording unit 5 is a database that records travel data. The travel data recording unit 5 is also formed in, for example, an HDD mounted on the vehicle. The traveling data is data relating to past traveling of the vehicle. The travel data includes actual travel trajectory (X, Y, Z) traveled by the vehicle, vehicle speed, weather (sunny, rain, snow), presence / absence of headlights, driving state (automatic driving, cooperative driving, manual Driving), driving skill (advanced, intermediate, beginner), date (year / month / day / hour / minute / second), vehicle information (vehicle category, manufacturer, vehicle name, vehicle number, total vehicle weight, wheelbase, tread) , Map update date, etc.).

  The travel locus data recording unit 6 is a database that records travel record data. The travel locus data recording unit 6 is also formed in, for example, an HDD mounted on the vehicle. The travel record data is data corresponding to the trajectory traveled by the vehicle (actual travel trajectory), and is recorded in association with the map information. The travel locus data is calculated from the travel data based on the map information to be used for travel route generation. The travel locus data is used as route generation correction information. Details of the travel locus data and the computation of the travel locus data will be described later.

  The map information recording unit 4, the traveling data recording unit 5, and the traveling locus data recording unit 6 do not have to be separate databases, and may be configured as one or two databases. Further, the map information recording unit 4, the traveling data recording unit 5, and the traveling locus data recording unit 6 are not necessarily installed in the vehicle, and may be provided in a server or the like that can communicate with the vehicle.

  The driving operation detection unit 7 detects the driving operation of the vehicle by the driver. The driving operation detection unit 7 includes a steering sensor, an accelerator pedal sensor, and a brake pedal sensor. The steering sensor has, for example, a steering torque sensor and a steering touch sensor. The steering torque sensor is provided with respect to the steering shaft of the vehicle, and detects the steering torque applied to the steering wheel by the driver. The steering touch sensor is provided on the steering wheel of the vehicle, and detects the contact of the driver with the steering wheel and the pressure with which the driver grips the steering wheel. The accelerator pedal sensor is provided for the shaft portion of the accelerator pedal, and detects the depression force or the depression amount (accelerator pedal position) of the accelerator pedal by the driver. The brake pedal sensor is provided for the shaft portion of the brake pedal, and detects the depression force or the depression amount (brake pedal position) of the brake pedal by the driver.

  The automatic driving ECU 8 is an electronic control unit for executing automatic driving of the vehicle. When starting automatic driving, the automatic driving ECU 8 requests the ECU 10 to generate a travel route on which the vehicle travels. The automatic driving ECU 8 performs automatic driving of the vehicle along the traveling route by transmitting control signals to various actuators of the vehicle.

  Next, a functional configuration of the ECU 10 will be described. The ECU 10 includes a vehicle position recognition unit 11, a surrounding environment recognition unit 12, a travel state recognition unit 13, a travel route generation unit 14, a route selection unit 15, a travel data acquisition unit 16, a travel locus data calculation unit 17, and an operation intervention detection unit. 18.

  The vehicle position recognition unit 11 recognizes the position of the vehicle on the map based on the position information of the GPS reception unit 1 and the map information of the map information recording unit 4. The vehicle position recognizing unit 11 uses the position information of a fixed obstacle such as a power pole and the detection result of the external sensor 2 included in the map information of the map information recording unit 4 to detect the vehicle by SLAM [Simultaneous Localization and Mapping] technology. May be recognized. In addition, the vehicle position recognition unit 11 recognizes the lateral position of the vehicle by a known image processing method based on a captured image (white line image) in front of the vehicle captured by an in-vehicle camera.

  The surrounding environment recognition unit 12 recognizes the surrounding environment of the vehicle based on the detection result of the external sensor 2. The surrounding environment includes the position of the obstacle with respect to the vehicle, the relative speed of the obstacle with respect to the vehicle, the moving direction of the obstacle with respect to the vehicle, and the like. The surrounding environment recognition unit 12 recognizes the surrounding environment of the vehicle by a known technique based on the captured image of the camera, the obstacle information of the radar, or the obstacle information of the rider. The surrounding environment recognition unit 12 may recognize the road surface friction coefficient and the road surface cant by a known technique based on the captured image of the camera.

  The traveling state recognition unit 13 recognizes the traveling state of the vehicle. The traveling state of the vehicle includes the speed of the vehicle, the acceleration of the vehicle, the steering angle of the vehicle, and the like. The traveling state recognition unit 13 recognizes the traveling state of the vehicle based on the detection result of the internal sensor 3.

  The travel route generation unit 14 generates a travel route that is a target for the vehicle to travel in automatic driving. The travel route generation unit 14 generates a travel route based on static logic and a travel route based on dynamic logic.

  The generation of a travel route by static logic is the generation of a travel route without using past travel locus data. The travel route generation unit 14 generates a travel route by static logic based on the position on the map of the vehicle, the surrounding environment of the vehicle, and the traveling state of the vehicle by a known technique. The travel route generation unit 14 considers the vehicle tread and the margin from the left and right boundary points of the lane recorded in the map information, and treats the vehicle as a mass point so that the travel route boundary can travel within the lane in the lane width direction. Range) is calculated, and a travel route that optimizes the objective function within the travel route boundary is generated. Specifically, the contents described in 2014 IEEE Intelligent Vehicles Symposium (IV) Trajectory Planning for BERTHA-a Local, Continuous Method can be adopted as the generation of the travel route by static logic.

  The generation of a travel route by dynamic logic is the generation of a travel route using past travel locus data. The travel route generation unit 14 determines the travel route based on the dynamic logic based on the position on the map of the vehicle, the surrounding environment of the vehicle, the travel state of the vehicle, and the travel locus data recorded in the travel locus data recording unit 6. Generate.

  Here, FIG. 2A is a diagram for explaining travel route generation using travel locus data (that is, generation of a travel route by dynamic logic). FIG. 2A shows the lane R, the white lines L1 and L2 of the lane R, the left boundary points E1a to E1e of the lane R, the right boundary points E2a to E2e of the lane R, the travel locus data Db to Dd in the lane R, and the travel possible Lane boundaries Ka to Ke are shown. Left boundary points E1a to E1e of the lane R are points on the map set at predetermined intervals on the white line L1. The right boundary points E2a to E2e of the lane R are points on the map set at predetermined intervals on the white line L2. Information of the left boundary points E1a to E1e and the left boundary points E2a to E2e is included in the map information of the map information recording unit 4.

  The traveling locus data Db to Dd are a plurality of traveling locus data recorded in the traveling locus data recording unit 6. The travel locus data Db is travel locus data located on a line (a line parallel to the lane width direction of the lane R) connecting the left boundary point E1b and the right boundary point E2b. The travel locus data Dc is travel locus data located on a line connecting the left boundary point E1c and the right boundary point E2c. The travel locus data Dd is travel locus data located on a line connecting the left boundary point E1d and the right boundary point E2d.

  The travelable road boundaries Ka to Ke are ranges in which the generated travel route can pass. The runway boundary Ka is set on a line connecting the left boundary point E1a and the right boundary point E2a. The track boundary Kb is set on a line connecting the left boundary point E1b and the right boundary point E2b. The same applies to the runway boundaries Kc to Ke. The travelable road boundaries Kb to Kd shown in FIG. 2A correspond to the positions of the travel locus data Db to Dd. That is, the left end of the road boundary Kb corresponds to the position of the leftmost point in the travel locus data Db. The position of the right end of the track boundary Kb corresponds to the position of the rightmost point in the travel locus data Db. The same applies to the runway boundaries Kc and Kd.

  The travel route generation unit 14 sets travel route boundaries Kb to Kd that correspond to the travel locus data Db to Dd as shown in FIG. In addition, the travel route generation unit 14 sets the travel route boundaries Ka and Ke where no corresponding travel locus data exists as a range between the white line L1 and the white line K2. The travel route generation unit 14 generates a travel route so as to pass through these travel route boundaries Ka to Ke based on the position on the map of the vehicle, the surrounding environment of the vehicle, and the traveling state of the vehicle. Note that the range of the travel path boundaries Kb to Kd may be set as a range corresponding to the standard deviation 2σ of the travel locus data Db to Dd.

  FIG. 2B is a diagram for explaining another example of travel route generation using travel locus data. FIG. 2B shows dividing lines H1 and H2 that divide the lane in three in the lane width direction. As shown in FIG. 2B, the travel route generation unit 14 has three ranges: a range from the white line L1 to the dividing line H1, a range from the dividing line H1 to the dividing line H2, and a range from the dividing line H2 to the white line L2. Of the ranges, the range with the smallest travel locus data Db to Dd may be excluded. In the situation shown in FIG. 2B, the travel route generation unit 14 determines the range from the dividing line H1 to the dividing line H2 and the range from the dividing line H2 to the white line L2 in which the traveling locus data Db to Dd exist. Kb to Kd are set.

  In addition, the travel route generation unit 14 uses the travel route data corresponding to the travel route of the vehicle between the time when the operation intervention detection unit 18 detects the driver's operation intervention and the time before the preset time. Not used for generation. This will be described in detail later.

  The route selection unit 15 selects a travel route to be output from the travel route generated by the static logic and the travel route generated by the dynamic logic. Comparing static logic and dynamic logic, static logic is not limited by the road boundaries Ka to Ke, so the driving route generated by the static logic is more curved than the driving route generated by the dynamic logic. The change becomes smooth. For this reason, the route selection unit 15 selects a travel route based on dynamic logic when there is a need to select dynamic logic. When there is no need to select dynamic logic, the route selection unit 15 selects a travel route based on static logic.

  Hereinafter, a case where there is a need to select a dynamic logic will be described with reference to FIGS. 3 (a) and 3 (b). FIG. 3A is a diagram for explaining a case where there is a need to select dynamic logic. FIG. 3A shows a travel route Ts generated by static logic, a travel route Td generated by dynamic logic, and a deviation e. The deviation e is a difference between the travel route Ts and the travel route Td in the lane width direction. In the situation shown in FIG. 3A, the route selection unit 15 selects a travel route Td based on dynamic logic when the deviation e is greater than or equal to a threshold value (for example, 30 cm).

  FIG. 3B is a diagram for explaining another example when there is a need to select dynamic logic. FIG. 3B shows Qb to Qd that are within the range of the standard deviation 2σ of the travel locus data Db to Dd. In the situation shown in FIG. 3B, the route selection unit 15 uses dynamic logic when the travel route Ts based on static logic does not fall within the range Qb to Qd of the standard deviation 2σ of the travel locus data Db to Dd. A travel route Td is selected.

  The travel data acquisition unit 16 acquires travel data of the vehicle. The travel data acquisition unit 16 acquires travel data regardless of automatic operation or manual operation. Based on the position of the vehicle on the map recognized by the vehicle position recognizing unit 11, the travel data acquisition unit 16 obtains actual travel locus data, which is position information on a locus (actual travel locus) where the vehicle actually traveled, from the travel data. Get as. The travel data acquisition unit 16 acquires the presence / absence of a surrounding obstacle as travel data based on the surrounding environment of the vehicle recognized by the surrounding environment recognition unit 12. The travel data acquisition unit 16 is based on the travel state recognized by the travel state recognition unit 13, such as the vehicle speed, steering wheel angle, longitudinal acceleration, lateral acceleration, vertical acceleration, yaw rate, vehicle body slip angle, tire slip ratio, road surface friction coefficient. Is acquired as travel data. The travel data acquisition unit 16 acquires information on the driving state of the vehicle (automatic driving, cooperative driving, manual driving) from the automatic driving ECU 8 as driving data. In addition, the travel data acquisition unit 16 acquires information on whether or not the brake control, the steer control, the collision avoidance control, and the skid prevention control for obstacle avoidance are performed from the automatic operation ECU 8 as travel data.

  Further, the travel data acquisition unit 16 may acquire weather outside the vehicle as travel data from the presence / absence of the operation of the wiper of the vehicle and the outside air temperature sensor. For example, the driving data acquisition unit 16 is fine when the wiper is not operated, rainy when the wiper is operated and the outside air temperature exceeds 0 degrees, and when the outside temperature is 0 degrees or less when the wiper is operated. Determine the weather as snow. The travel data acquisition unit 16 determines a driver's driving skill (beginner, intermediate, advanced) using a known driving skill determination method, and acquires the driving skill as travel data. The travel data acquisition unit 16 also acquires date and time as travel data.

  When the travel data is acquired, the travel data acquisition unit 16 acquires the travel from the time when the operation intervention detection unit 18 described later detects operation intervention by the driver during automatic driving until the time set in advance. It is determined whether it is data. The preset time is, for example, 2 seconds. When it is determined that the travel data acquisition unit 16 is travel data acquired from the time when the operation intervention is detected to the time set in advance, the travel data recording unit 5 uses the travel data as unused travel data. To record. If the travel data acquisition unit 16 determines that the travel data is not travel data acquired between the time when the operation intervention is detected and before a preset time, the travel data is directly used as travel data in the travel data recording unit 5. Record.

  When the operation intervention is detected after recording the travel data in the travel data recording unit 5 as the travel data, the travel data acquisition unit 16 acquires the travel acquired from the time when the operation intervention was detected until a preset time. The data is deleted from the travel data recording unit 5 and re-recorded as unused travel data.

  The traveling locus data calculation unit 17 calculates the traveling locus data associated with the map information based on the traveling data recorded in the traveling data recording unit 5. The travel locus data calculation unit 17 calculates travel locus data that is position information corresponding to an actual travel locus on which the vehicle has actually traveled. The travel locus data calculation unit 17 does not use the unused travel data for the calculation of the travel locus data.

The traveling locus data calculation unit 17 calculates the traveling locus data based on the traveling data recorded in the traveling data recording unit 5 that continuously satisfies a predetermined condition for a predetermined time (for example, 2 seconds). . The predetermined conditions include, for example, vehicle speed> 30 km / h, steering wheel angular velocity absolute value <50 deg / s, longitudinal acceleration absolute value <2 m / s ² , lateral acceleration absolute value <2 m / s ² , vertical acceleration absolute value <2 m / S ² , yaw rate absolute value <20 deg / s, body slip angle absolute value <1 deg, tire slip rate absolute value <2%, road surface friction coefficient estimated value> 0.5, no brake control, steering operation for emergency avoidance None, no surrounding obstacles, no obstacle avoidance.

  Here, FIG. 4 is a diagram for explaining the calculation of the travel locus data. FIG. 4 shows actual travel locus data Ca to Ce included in the travel data, and a curve (actual travel locus) T connecting the actual travel locus data Ca to Ce.

  As shown in FIG. 4, the actual travel trajectory data Ca to Ce are acquired at the vehicle-side timing, and thus do not correspond to the left boundary points E1a to E1d and the left boundary points E2a to E2d in the map information. Therefore, the traveling locus data calculation unit 17 calculates the actual traveling locus T by interpolating the actual traveling locus data Ca to Ce included in the traveling data using a curve function (B spline, spline curve, clothoid, etc.). . The travel locus data calculation unit 17 calculates the positions corresponding to the left boundary points E1a to E1d and the left boundary points E2a to E2d on the actual travel locus T as the travel locus data Da to Dd. The travel locus data Da is set at the intersection of a line connecting the left boundary point E1a and the right boundary point E2a and the actual travel locus T. The travel locus data Db is set at the intersection of a line connecting the left boundary point E1b and the right boundary point E2b and the actual travel locus T. The same applies to the travel locus data Dc and Dd.

  The travel locus data calculation unit 17 associates the vehicle speed, the weather, the presence / absence of lighting of the headlight, the driving state, the driving skill, and the date / time corresponding to the actual travel locus data Ca immediately before the travel locus data Da in association with the travel locus data Da. Recorded in the travel locus data recording unit 6. When the traveling locus data recording unit 6 is shared by a plurality of vehicles, vehicle information such as a vehicle number is also recorded in association with the traveling locus data Da. The traveling locus data calculation unit 17 records the traveling locus data Db to Dd in the traveling locus data recording unit 6 in the same manner.

  The operation intervention detection unit 18 detects an operation intervention by which the driver starts a driving operation when the vehicle is in an automatic driving. The operation intervention detection unit 18 recognizes whether or not the vehicle is in automatic driving based on a signal from the automatic driving ECU 8. The operation intervention detection unit 18 detects an operation intervention by the driver based on the detection result of the driving operation detection unit 7. The operation intervention detection unit 18 detects an operation intervention when the steering angle of the steering wheel operated by the driver becomes equal to or greater than a threshold value when the vehicle is in automatic driving. The operation intervention detection unit 18 may detect the operation intervention when the amount of depression of the brake pedal or the accelerator pedal by the driver becomes equal to or greater than a threshold value when the vehicle is in automatic driving.

[Travel route generation processing by the travel route generator]
Next, a travel route generation process performed by the travel route generation device 100 according to the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing a travel route generation process performed by the travel route generation device 100. The flowchart shown in FIG. 5 is executed when a request for generating a travel route is received from the automatic driving ECU 8.

  As shown in FIG. 5, the ECU 10 of the travel route generation device 100 recognizes the position of the vehicle on the map by the vehicle position recognition unit 11 in S10. The vehicle position recognition unit 11 recognizes the position of the vehicle on the map based on the position information of the GPS reception unit 1 and the map information of the map information recording unit 4. When the ECU 10 recognizes the position of the vehicle on the map, the ECU 10 proceeds to S12.

  In S <b> 12, the ECU 10 generates a travel route using static logic by the travel route generation unit 14. The travel route generation unit 14 generates a travel route by static logic based on the position on the map of the vehicle, the surrounding environment of the vehicle, and the traveling state of the vehicle by a known technique. When the travel route is generated by the static logic, the ECU 10 proceeds to S14.

  In S <b> 14, the ECU 10 causes the travel route generation unit 14 to generate a travel route using dynamic logic. The travel route generation unit 14 determines the travel route based on the dynamic logic based on the position on the map of the vehicle, the surrounding environment of the vehicle, the travel state of the vehicle, and the travel locus data recorded in the travel locus data recording unit 6. Generate.

  For the calculation of the travel locus data, the travel data (unused travel data) acquired by the travel data acquisition unit 16 between the time when the operation intervention detection unit 18 detects the driver's operation intervention and before the preset time. ) Is not included. That is, the travel route generation unit 14 uses the travel route data corresponding to the travel route of the vehicle between the time when the operation intervention detection unit 18 detects the driver's operation intervention and the time before the preset time. Not used for generation. When the travel route is generated by the dynamic logic, the ECU 10 proceeds to S16. Note that the order of S12 and S14 may be reversed or may be performed simultaneously.

  In S <b> 16, the ECU 10 selects a travel route by the route selection unit 15. When there is a need to select dynamic logic, the route selection unit 15 selects a travel route based on dynamic logic. When there is no need to select dynamic logic, the route selection unit 15 selects a travel route based on static logic. When the travel route is selected, the ECU 10 ends the current travel route generation process. The ECU 10 transmits the selected travel route to the automatic operation ECU 8.

[Recording process of travel data by travel route generator]
Next, the travel data recording process performed by the travel route generation device 100 will be described. FIG. 6A is a flowchart illustrating a travel data recording process performed by the travel route generation device 100. The flowchart shown in FIG. 6A is executed when the vehicle is traveling.

  As shown in FIG. 6A, the ECU 10 acquires travel data by the travel data acquisition unit 16 in S20. The travel data acquisition unit 16 acquires, as travel data, actual travel locus data, which is a locus on which the vehicle has actually traveled, based on the position of the vehicle on the map recognized by the vehicle position recognition unit 11. The travel data acquisition unit 16 acquires various data including travel state, driving state, date and time as travel data. When the ECU 10 acquires the travel data, the ECU 10 proceeds to S22.

  In S22, the ECU 10 determines whether the travel data acquired in S20 by the travel data acquisition unit 16 is travel data acquired from when the operation intervention is detected until a preset time (predetermined time). Determine whether or not. The travel data acquisition unit 16 determines, based on the detection result of the operation intervention detection unit 18, whether or not the travel data is acquired from when the operation intervention is detected until a predetermined time before. If the ECU 10 determines that the travel data is acquired between the time when the operation intervention is detected and the predetermined time before (S22: YES), the ECU 10 proceeds to S24. When the ECU 10 determines that the travel data is not acquired between the time when the operation intervention is detected and the predetermined time before (S22: NO), the ECU 10 proceeds to S26.

  In S24, the ECU 10 records the travel data acquired in S20 by the travel data acquisition unit 16 in the travel data recording unit 5 as unused travel data. Thereafter, the ECU 10 returns to S20 and acquires new travel data.

  In S <b> 26, the ECU 10 records the travel data acquired in S <b> 20 by the travel data acquisition unit 16 in the travel data recording unit 5 as travel data. Thereafter, the ECU 10 returns to S20 and acquires new travel data.

[Recording process of travel locus data by travel route generator]
Next, the travel locus data recording process performed by the travel route generation device 100 will be described. FIG. 6B is a flowchart showing a process for recording travel locus data by the travel route generation device 100. The flowchart shown in FIG. 6B is executed when a plurality of travel data is recorded in the travel data recording unit 5 and the travel locus data can be calculated. In addition, the aspect performed regularly (every several hours, every day) may be sufficient.

  As shown in FIG. 6B, the ECU 10 calculates travel locus data by the travel locus data calculation unit 17 in S30. Based on the travel data recorded in the travel data recording unit 5, the travel trajectory data calculation unit 17 calculates travel trajectory data that is position information corresponding to an actual travel trajectory on which the vehicle has actually traveled. The traveling locus data calculation unit 17 does not calculate traveling locus data based on the unused traveling data. When the ECU 10 calculates the travel locus data, the ECU 10 proceeds to S32.

  In S <b> 32, the ECU 10 records the traveling locus data in the traveling locus data recording unit 6 by the traveling locus data calculation unit 17. The traveling locus data calculation unit 17 records the traveling locus data in the traveling locus data recording unit 6 in association with the map information. Thereafter, as an example, the ECU 10 repeats the process from S30 again when other travel locus data can be calculated. ECU10 complete | finishes a process, when all the driving trajectory data which can be calculated are recorded on the driving locus data recording part 6. FIG.

[Operational effects of travel route generator]
According to the travel route generation device 100 according to the present embodiment described above, it is considered that the driver performs the operation intervention when the travel route of the automatic driving does not match his / her sense. A travel route that does not fit the driver's sense is generated by not using the travel track data corresponding to the trajectory traveled by the vehicle between the time when the operation intervention is detected and the preset time before. Can be suppressed.

  As mentioned above, although preferred embodiment of this invention was described, this invention is not limited to embodiment mentioned above. The present invention can be implemented in various forms including various modifications and improvements based on the knowledge of those skilled in the art including the above-described embodiments.

  For example, generation of a travel route by dynamic logic in the travel route generation unit 14 is not limited to the above-described embodiment. The travel route generation unit 14 may use the travel locus data limited to the latest (for example, within one month) data. Further, the travel route generation unit 14 may be used only for travel locus data in which the recorded vehicle speed is in the same range as the current vehicle speed (for example, a range that is rounded to the same value). The weather (clear, rain, snow) may be limited to the same data as the current weather. Further, the travel route generation unit 14 may be used by limiting the use of the headlights to the travel locus data that is the same as the current state, and the determination result of the driver's driving skill is the current driving skill determination result. It may be limited to the same travel locus data. The travel route generation unit 14 may be used by limiting the travel state data of the vehicle (automatic operation, cooperative operation, manual operation) to the same travel locus data as the current operation state.

  Further, when the traveling locus data is shared by a plurality of vehicles, the traveling locus data may be limited by vehicle information. For example, the travel route generation unit 14 is a travel obtained from a vehicle whose vehicle category is the same as that of the host vehicle, the difference between the wheel base and the tread is within 20 mm from the host vehicle, and the map update date is within three years. You may limit and use for locus | trajectory data. In addition, it is also possible to limit to the driving | running | working locus data of the own vehicle using the information of a vehicle number.

  As a modified example (reference example) of the above-described embodiment, so as to avoid travel locus data that is position information corresponding to a locus on which the vehicle has traveled between the time when an operation intervention is detected and the time set in advance, It is also possible to generate a travel route. In this case, the travel locus data calculation unit 17 calculates travel locus data to avoid based on the unused travel data, and records it in the travel locus data recording unit 6. The travel route generation unit 14 suppresses generation of a travel route that does not match the driver's feeling by generating a travel route so as to avoid travel locus data calculated based on unused travel data (acceptance). It is possible to generate a highly reliable driving route). The travel route generation unit 14 adds a term that badly evaluates a travel route similar to the travel locus data calculated based on the non-use travel data to the well-known route generation evaluation function. The travel route may be generated so as to avoid the travel locus data calculated based on the above.

  Furthermore, as a modified example of the above-described embodiment, a mode in which a travel route is generated as follows from the viewpoint of improving the comprehensiveness of the travel track data recorded in the travel track data recording unit 6 is also conceivable. FIG. 7 is a diagram for explaining a first modified example of travel route generation. As shown in FIG. 7, the travel route generation unit 14 includes a range from the white line L1 to the dividing line H1, a range from the dividing line H1 to the dividing line H2, and a range from the dividing line H2 to the white line L2. It is conceivable that the travel path boundaries Kb to Kd are set so as to pass through the range without the travel track data Db to Dd, and the travel path is generated so as to pass through the travel path boundaries Kb to Kd. As a result, it is possible to obtain travel locus data corresponding to a range where there is no travel locus data Db to Dd, and it is possible to improve the completeness of the travel locus data.

  In addition, for the purpose of improving the comprehensiveness of the travel trajectory data and equalizing the degree of road degradation, the lane is divided into three in the lane width direction, and the vehicle travels in different areas for one or more vehicles. It is conceivable to generate a route. Fig.8 (a) is a figure for demonstrating the one aspect | mode of the 2nd modification of driving | running route generation. FIG. 8B is a diagram for explaining another aspect of the second modified example of the travel route generation. FIG. 8C is a diagram for explaining still another aspect of the second modified example of travel route generation. The travel route generation unit 14 generates a travel route so that the vehicle passes through different travel route boundaries Ka to Ke shown in FIGS. 8 (a) to 8 (c).

  As a modification of the above-described embodiment, in a situation where the vehicle behavior is complicated, the data accuracy of various parameters of the travel locus data recording unit 6 is degraded. By assigning tasks (eg, straight ahead, speed reduction, etc.) that temporarily improve the accuracy of certain parameters to multiple vehicles in order to minimize deterioration, and collecting travel data for that temporary section, A highly accurate and comprehensive travel locus data recording unit 6 is constructed.

  FIG. 9 is a diagram for explaining a third modified example of travel route generation. FIG. 9 shows a range B1 of the road boundary shared by a certain vehicle and a range B2 of the road boundary shared by another vehicle. The range B1 includes the runway boundaries Ka to Kd. The range B1 includes the runway boundaries Kc to Ke. In the situation shown in FIG. 9, the road surface cant is targeted as a parameter for improving accuracy. Since the road surface cant can be accurately estimated if the vehicle is traveling straight ahead, each vehicle is assigned a range in which the vehicle can travel straight ahead. The accuracy of the road surface cant information is improved by acquiring the traveling data during straight traveling.

  In addition, as a modified example of the above-described embodiment, it is conceivable to employ the travel locus data extracted from the travel locus data with a desired item as appropriate for the driver's feeling. However, in this modification, not only the travel route but also the target vehicle speed that is the target of the vehicle is generated. The vehicle speed of the past vehicle is also associated with the travel locus data. In this case, the travel route generation unit 14 generates the target vehicle speed of the vehicle so as to be included in the standard deviation 2σ range of the vehicle speed data associated with the travel locus data.

  Note that the minimum value of the values within the range of the standard deviation 2σ of the vehicle speed data associated with the travel locus data (the minimum speed limit when lower than the minimum speed limit of the lane) may be set as the target vehicle speed. The travel route generation unit 14 does not limit the travel locus data to the most recent (for example, within one month) data and the like, so that the travel route data is included in the range of the standard deviation 2σ of the vehicle speed associated with all the travel locus data. A target vehicle speed of the vehicle may be generated. In addition, it is desirable to select a vehicle speed that matches the environment. Specifically, it is desirable to use a vehicle speed that is associated with traveling locus data that is the same as the current weather, whether or not the headlights are turned on as the current time, and the season is the same as the current time.

  In addition, with respect to the travel locus data recorded in the travel locus data recording unit 6, the driver (user) may be able to set the extraction conditions of the travel locus data used for generating the travel route. The apparatus may dynamically change the extraction conditions in view of user settings and vehicle conditions.

  DESCRIPTION OF SYMBOLS 1 ... GPS receiving part, 2 ... External sensor, 3 ... Internal sensor, 4 ... Map information recording part, 5 ... Traveling data recording part, 6 ... Traveling track data recording part, 7 ... Driving operation detection part, 10 ... ECU, 11 ... vehicle position recognition unit, 12 ... ambient environment recognition unit, 13 ... travel state recognition unit, 14 ... travel route generation unit, 15 ... route selection unit, 16 ... travel data acquisition unit, 17 ... travel locus data calculation unit, 18 ... Operation intervention detection unit, 100...

Claims (1)

A travel route generation device that generates a travel route that is a target for a vehicle to travel in automatic driving,
A map information recording unit in which map information is recorded;
A vehicle position recognition unit for recognizing a position of the vehicle on a map;
A surrounding environment recognition unit for recognizing the surrounding environment of the vehicle;
A traveling state recognition unit for recognizing the traveling state of the vehicle;
Based on the position of the vehicle on the map, the surrounding environment of the vehicle, and the running state of the vehicle, travel locus data, which is position information corresponding to the locus traveled by the vehicle, is recorded in association with the map information. A running locus data recording unit,
A travel route generating unit that generates the travel route based on a position on the map of the vehicle, the surrounding environment of the vehicle, the travel state of the vehicle, and the travel locus data;
An operation intervention detection unit for detecting an operation intervention in which the driver of the vehicle starts a driving operation when the vehicle is in an automatic driving;
With
The travel route generation unit generates the travel route data corresponding to a trajectory traveled by the vehicle between when the operation intervention detection unit detects the operation intervention and before a preset time. Travel route generator that is not used for

Images