JP2018088043A - Cruise control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure safety in the case of difficulty or impossibility in running by automatic steering control.SOLUTION: A memory unit 5 stores a map data 10 having locational information of road associated elements. A steering control unit 16 determines the running direction of a vehicle 1 according to the scheduled-route information based on the map data 10 and performs an automatic steering control so as to direct the vehicle 1 to the determined running direction. A locational information acquisition unit 12 acquires the current location of the vehicle 1 by communicating with the outside. An associated-elements detection unit 14 detects road associated elements in front of the vehicle 1 during the execution of an automatic steering control. An associated-element location calculating unit 17 calculates the locations of the detected road associated elements on the map data 10 using the current positions obtained by the locational information acquisition unit 12. An automatic operation continuation determination unit 18 determines whether the continuation of automatic steering control in operation is appropriate or not on the basis of the comparison between the location of road associated element calculated by the associated-element location calculating unit 17 and the locational information of the road associated element the map data 10 has.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel control device mounted on a vehicle.

  Patent Document 1 describes an automatic driving vehicle control device including a surrounding situation acquisition sensor, a vehicle running state acquisition sensor, a driver state acquisition sensor, a map information storage unit, an automatic driving control ECU, and the like. If the automatic operation control ECU determines that the detection accuracy of the sensor is insufficient when the automatic operation function is ON, the automatic operation control ECU notifies the driver to switch from automatic operation to manual operation.

JP 2014-106854 A

  However, in the device of Patent Document 1, when the road cannot be traveled according to the map data stored in the map information storage unit, for example, when the road is closed due to construction or the like and a detour is provided, the detection accuracy of each sensor Even if it is enough, it is difficult to ensure safety.

  Accordingly, an object of the present invention is to ensure safety when traveling by automatic steering control according to map data is difficult or impossible.

  In order to achieve the above object, a first aspect of the present invention is a travel control device mounted on a vehicle, comprising map data storage means, travel direction control means, position information acquisition means, and incidental element detection means. And an accessory element position calculation means and a determination means.

  The map data storage means stores in advance map data containing the position information of road incidental elements provided attached to the road. The traveling direction control means determines the traveling direction of the vehicle according to the scheduled route information based on the map data, and executes automatic steering control for directing the vehicle in the determined traveling direction. The position information acquisition means acquires the current position of the vehicle by communication with the outside.

  The incidental element detection means detects a road incidental element in front of the vehicle during execution of automatic steering control. The incidental element position calculation means calculates the position of the road incidental element detected by the incidental element detection means on the map data using the current position acquired by the position information acquisition means. It is appropriate that the determination means continues the automatic steering control being executed based on the comparison between the position of the road incidental element calculated by the incidental element position calculation means and the position information of the road incidental element contained in the map data. It is determined whether or not.

  Road auxiliary elements exist on or in the vicinity of the road and can be detected from vehicles traveling on the road (for example, lane markings that divide the road or stop lines that indicate stop positions) and structures (such as traffic lights) ) Etc. The road incidental element detected by the incidental element detection means may be an element directly used for automatic steering control or an element not directly used for automatic steering control.

  In the above configuration, the position on the map data of the road incidental element calculated by the incidental element position calculating means (the actual position of the road incidental element) and the position indicated by the position information of the road incidental element contained in the map data (stored in the map data) On the basis of the comparison with the planned position of the road accessory element, it is determined whether the automatic steering control is in an appropriate automatic steering recommended state or in an inappropriate automatic steering non-recommended state. For example, if the difference between the actual position of the road accessory element and the planned position is small or coincides, it is determined that the automatic steering is recommended, and if the difference is not small, the automatic steering is not recommended. It is determined that

  Therefore, when the information on the map data is different from the actual information, such as when the road is closed due to construction, etc., and it is difficult or impossible to run by automatic steering control according to the map data Can obtain in advance the determination result that the automatic steering is not recommended, and it is possible to ensure safety.

  A second aspect of the present invention is the travel control apparatus according to the first aspect, wherein the automatic steering control is continued when the determination unit determines that it is not appropriate to continue the automatic steering control being executed. Informing means for informing the driver that it is not appropriate is provided.

  In the above configuration, since the automatic steering non-recommended state is notified by the notification means, the driver who recognizes that the automatic steering is not recommended by the notification stops automatic operation control and continues traveling of the vehicle by manual steering. can do.

  A third aspect of the present invention is the travel control device according to the first or second aspect, in which the vehicle travels when the determination unit determines that it is not appropriate to continue the automatic steering control being executed. Vehicle stopping means for stopping the vehicle.

  In the above configuration, since the vehicle is forcibly stopped in the automatic steering non-recommended state, safety can be further improved.

  A fourth aspect of the present invention is the travel control device according to any one of the first to third aspects, after the determination means determines that it is not appropriate to continue the automatic steering control being executed. If the driver stops the automatic operation control and continues to drive the vehicle by manual steering before the vehicle passes the determination target element that is the road auxiliary element that is the target of the determination, the auxiliary element position calculating means Real path information storage means for storing, as actual path information, the position of the determination target element calculated by and the current position history acquired by the position information acquisition means.

  In the above configuration, when the driver switches from automatic steering control to manual steering in a state where automatic steering is not recommended, the actual position of the determination target element and the route on which the vehicle actually traveled are actual route information. Since the actual route information is effectively used, the safety of the automatic steering control executed in the vehicle or other vehicles can be improved.

  A fifth aspect of the present invention is the travel control apparatus according to the fourth aspect, wherein map data stored in the map data storage means is reflected so that the actual route information stored in the actual route information storage means is reflected. Is provided with a map data updating means for updating.

  In the above configuration, the actual route information is reflected in the map data and updated, and the updated map data is used for the next travel, so that the driver can continue the automatic operation control safely.

  A sixth aspect of the present invention is the travel control means according to any one of the first to third aspects, and when the determination means determines that it is not appropriate to continue the automatic steering control being executed, Transmitting means for transmitting determination-related information related to the determination to the outside is provided.

  The determination related information is information (for example, position information on map data or map data) that can identify a road incidental element (determination target element) for which it is determined that it is not appropriate to continue automatic steering control. It is preferable that information for specifying (identifying) a determination target element is included. The determination related information may include information indicating a determination result that the automatic steering control is not recommended, information indicating a date and time at the time of determination, and the like. In addition, when the actual route information storage unit of the fourth aspect is provided, the determination related information may include actual route information, scheduled route information corresponding to the actual route information, and the like.

  The transmission destination of the determination related information includes, for example, an operation management system that manages the operation of the vehicle and subsequent vehicles. In the operation management system that has received the determination related information, the received determination related information can be reflected in the subsequent operation management. Further, in other vehicles that have received the determination related information, it is possible to grasp in advance a point where automatic steering control is not recommended.

  ADVANTAGE OF THE INVENTION According to this invention, the safety | security when the driving | running | working by the automatic steering control according to map data is difficult or impossible is securable.

It is a block diagram showing the whole automatic operation control device composition concerning one embodiment of the present invention. It is a figure for demonstrating an example of an automatic steering non-recommended state. It is a flowchart which shows the process regarding determination of an automatic steering recommendation state. It is a flowchart which shows the memory | storage process of real path data.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the vehicle 1 includes an automatic driving control device 2 that can execute automatic driving control of the vehicle 1. The type of the vehicle 1 is not particularly limited, and may be a large vehicle such as a truck, a bus, a towing vehicle, etc. in addition to a general passenger car.

  The automatic operation control device 2 includes an ECU (Electronic Central Unit) 3, and the ECU 3 includes a CPU (Central Processing Unit) 4 and a storage unit (map data storage means, actual route information storage means) 5. The CPU 4 is a main body that executes the automatic operation control program stored in the storage unit 5. By executing the automatic operation control program, the mode setting unit 11, the position information acquisition unit (position information acquisition unit) 12, Scheduled route calculation unit 13, incidental element detection unit (accompanying element detection unit) 14, acceleration / deceleration control unit (vehicle stop unit) 15, steering control unit (travel direction control unit) 16, incidental element position calculation unit (accompanying element position calculation) Means) 17, automatic driving continuation determination unit (determination unit) 18, notification control unit (notification unit) 19, actual route information storage control unit (actual route information storage unit) 20, transmission data generation unit 21, transmission / reception control unit (transmission) Means) 22 and the processing unit such as the map data updating unit 23.

  The storage unit 5 is an area for temporarily storing a program being executed by the CPU 4, data necessary for the execution of the program, a map data storage area for storing map data 10 in advance, planned route data (scheduled route described later) A planned route storage area capable of storing information), an actual route storage area capable of storing actual route information described later, a flag setting region where ON / OFF of a status flag and a storage completion flag described later are set, and the like. And ROM.

  The information contained in the map data 10 includes, in addition to the geographical information on the topography and the arrangement of each road, the positional information of road auxiliary elements existing on or near each road (specified by the longitude and latitude of the geographical coordinate system). Planned location). Road auxiliary elements include lane markings (roadway center line, lane boundary line, roadway outer line, etc.) displayed on the road and dividing the width direction of the road, and structures in the vicinity of the road (signals, road signs, guardrails, etc.) ) Etc. are included. The position information of each road incidental element may be stored in the map data in a state associated with element type information indicating the type of the road incidental element or element identification information that can identify the road incidental element. Further, since it is preferable that the unregistered road incidental information not included in the map data 10 is small, the map data 10 stored in the storage unit 5 is identified by a number of road incidental elements so as to cover all road incidental elements. What is possible is preferred.

  In addition to the ECU 3, the automatic operation control device 2 includes an operation input unit 31, a GNSS antenna 32, a camera 33, a wireless communication unit (transmission unit) 34, a notification unit (notification unit) 35, and the like.

  The operation input unit 31 is provided at a position (for example, an instrument panel) that can be operated by the driver in the passenger compartment, and receives inputs from the driver such as an instruction for a target point and a mode switching instruction to be described later. The GNSS antenna 32 sequentially receives position information transmitted from a GNSS (Global Navigation Satellite System), and uses the received position information as current position information of the vehicle 1 as an ECU 3 (position information acquisition unit 12). ).

  The camera 33 images the front of the vehicle 1 in the traveling direction, and outputs the image data (moving image data or still image data captured every predetermined time) to the ECU 3 (the incidental element detection unit 14). In addition to or in addition to the camera 33, a laser sensor that emits a laser beam of invisible light toward the front of the vehicle 1 and obtains information by reflected light reflected by the object, or other than these A sensor (for example, an infrared sensor or an ultrasonic sensor) may be provided.

  The wireless communication unit 34 performs data communication with the outside of the vehicle 1. As a data transmission destination, an operation management system that can communicate with the vehicle 1 via a predetermined network and manages the operation of the vehicle 1, or another vehicle that can communicate between the vehicle 1 and the vehicle (for example, another vehicle that follows the vehicle 1). ) Etc. are included. The notification unit 35 is provided in the vicinity of the driver (for example, an instrument panel or the like) in the passenger compartment, and presents predetermined information to the driver by voice, a lamp, an image, or the like.

  Next, the configuration of the ECU 3 will be described in detail.

  The mode setting unit 11 switches the mode of the ECU 3 between the automatic operation mode and the automatic operation release mode (manual operation mode) in accordance with the mode switching instruction input to the operation input unit 31. In the present embodiment, the default is the automatic driving cancellation mode, which is set to the automatic driving cancellation mode when the vehicle 1 is started, and automatically when a mode switching instruction is input after the vehicle 1 is started (or after the start of traveling). Switch to operation mode. Further, when the handle 36 is rotated by a predetermined angle or more during the automatic operation mode, the mode setting unit 11 switches to the automatic operation cancellation mode without waiting for a mode switching instruction to the operation input unit 31.

  In the automatic driving mode, the automatic driving control device 2 controls the driving (steering and acceleration / deceleration) of the vehicle 1 without requiring the driver to operate the handle 36, the accelerator (not shown), the brake 37, and the like (automatic driving control). To do. In the automatic driving release mode, the traveling of the vehicle 1 is controlled in accordance with the operation of the handle 36, the accelerator, the brake 37, and the like by the driver.

  The position information acquisition unit 12 uses a GNSS (Global Navigation Satellite System) or the like to determine the current position of the vehicle 1 (current position specified by longitude and latitude) on the map data 10 and the GNSS antenna 32. To get through. The accuracy of the GNSS is preferably such that the current position of the vehicle 1 can be acquired in centimeters.

  Based on the current position of the vehicle 1 acquired by the position information acquisition unit 12 and the position of the destination input from the driver via the operation input unit 31, the planned route calculation unit 13 sets the vehicle 1 to the destination. A route (scheduled route data) on the map data 10 to be traveled in order to arrive is calculated, and the calculated planned route data is stored in the storage unit 5. The planned route data stored in the storage unit 5 is not limited to the data calculated by the planned route calculation unit 13, but may be data acquired from the outside (for example, data provided from the operation management system). .

  The incidental element detection unit 14 analyzes the image data from the camera 33, detects (extracts) the road incidental elements existing in front of the vehicle 1 from the image data, and relatives each detected road incidental element to the vehicle 1. A position (ancillary element relative position) is detected (calculated by analysis of image data). For such processing, an existing technology widely used in ADAS (Advanced Driving Assistant System) or the like may be used.

  In the automatic operation mode of the present embodiment, when there is a left lane marking (white line) of the vehicle 1 among the road auxiliary elements, the left lane marking is used to indicate the travel position of the vehicle 1 in the width direction of the travel path. Use as a reference line to determine.

  In addition, the detection target of the incidental element detection unit 14 is, in principle, road incidental elements such as lane markings and traffic lights. However, in the image data from the camera 33, an object other than the road incidental elements (for example, when the road is closed) Barricades, road cones, broken vehicles, street parking vehicles, etc.) may also be included. Those objects (temporary obstacles) may be excluded from the detection target, and may be included in the detection target (road accessory element).

  The acceleration / deceleration control unit 15 performs automatic acceleration / deceleration control in the automatic operation mode. The automatic acceleration / deceleration control controls acceleration / deceleration (start, acceleration, braking and stop) by the accelerator and brake 37 based on image data from the camera 33 and the like so that the vehicle 1 travels safely at a desired vehicle speed. It is processing.

  Although not specifically illustrated, the ECU 3 determines whether or not the environment is an environment in which automatic operation is possible based on various information such as image data from the camera 33 in the automatic operation mode (can the automatic operation mode be continued? An automatic driving propriety determining unit that executes an automatic driving propriety determining unit that determines whether or not an automatic driving is impossible is determined by the automatic driving propriety determining unit. 15 brakes the vehicle 1 with the brake 37 and stops it.

  The steering control unit 16 performs automatic steering control in the automatic driving mode. In the automatic steering control, the traveling direction of the vehicle 1 is determined based on the planned route data stored in the storage unit 5 and the current position of the vehicle 1 acquired by the position information acquisition unit 12, and the determined direction is determined. This is a process for controlling the steering of the vehicle 1 so that the vehicle 1 is directed. In addition, the steering control unit 16 of the present embodiment steers the vehicle 1 so that the distance from the left lane marking of the vehicle 1 detected by the auxiliary element detection unit 14 to the vehicle 1 is maintained within a predetermined range. Control.

  The incidental element position calculation unit 17 uses the relative position of the incidental element detected by the incidental element detection unit 14 and the current position of the vehicle 1 acquired by the position information acquisition unit 12 to actually record the road incidental element on the map data 10. The position (actual position specified by longitude and latitude) is calculated.

  The automatic driving continuation determination unit 18 executes automatic driving continuation determination processing in the automatic driving mode. In the automatic driving continuation determination process, for each road incidental element (detection data) detected by the incidental element detection unit 14, the corresponding data is searched for and detected from the road incidental elements (reference data) stored in the map data 10. Map data to reference data. For example, in the case of reference data that can specify the type of road incidental element (for example, a lane marking), the type of detected data is determined by image analysis or the like, and is within a predetermined range from the position (real position) of the detected data. The reference data of the same type located closest to each other is associated with the detection data as corresponding reference data (scheduled position). After associating the actual position with the planned position, the automatic operation continuation determination unit 18 compares the actual position with the planned position, and if the actual position is within the predetermined range from the planned position, the automatic operation mode When it is determined that the automatic steering recommended state in which continuation of (automatic steering control) is appropriate and the actual position is not within the predetermined range from the planned position, the automatic driving mode (automatic steering control) is continued. It is determined that the automatic steering is not recommended, which is not appropriate.

  Further, the automatic driving continuation determination unit 18 stores, as a stop determination reference position, the actual position of the road incidental element that is the object of the determination when the determination result shifts from the automatic steering recommended state to the automatic steering non-recommended state. Store in 5. Note that the planned position may be stored as the stop determination reference position instead of the actual position.

  In addition, since the temporary obstacle information is not included in the map data 10 when detecting it by including it as a road incidental element without excluding it from the detection target, the map data 10 does not include such temporary obstacle information. The reference data corresponding to the detection data does not exist and cannot be associated with each other. For this reason, when a determination is made by including a temporary obstacle in the road incidental element, if there is no reference data corresponding to the detected data, the automatic operation mode is determined by the presence of the temporary obstacle ahead. It is estimated that the continuation is not appropriate, and the automatic driving is not recommended.

  In addition, the automatic driving availability determination process by the automatic driving availability determination unit and the automatic driving continuation determination process by the automatic driving continuation determination unit 18 may be configured as parallel processes executed independently. You may comprise so that a determination process may be performed with priority over an automatic driving | running | working continuation determination process. Further, the automatic driving continuity determination process may be included in the automatic driving availability determination process.

  When the automatic driving continuation determination unit 18 determines that the automatic steering is not recommended, the notification control unit 19 controls the notification unit 35 to notify the driver that the automatic steering is not recommended. Such notification modes include, for example, notification by warning sound or voice, notification by lighting of a warning lamp, notification by displaying a warning image, or the like.

  Further, the acceleration / deceleration control unit 15 determines that the automatic driving continuation determination unit 18 determines that the automatic steering is not recommended, and the automatic driving mode is continued even after the notification is executed. If the distance from the automatic steering recommended state to the automatic steering non-recommended state is a predetermined distance or less, the vehicle 1 is braked and stopped by the brake 37. .

  After the automatic driving continuation determination unit 18 determines that the actual route information storage control unit 20 is in an automatic steering non-recommended state, the vehicle 1 passes through a road incidental element (determination target element) that is a target of the determination. If the driver stops the automatic operation control (switches from the automatic driving mode to the automatic driving cancellation mode) and continues to drive the vehicle 1 by manual steering before the vehicle 1 starts, the position information acquisition unit 12 Every time the position is acquired, the history of the current position of the vehicle 1 is stored as actual route data on which the vehicle 1 actually traveled, and the actual route data is stored as the corresponding planned route data and the planned position and actual position of the determination target element. Are stored in the storage unit 5 as actual route information. The actual route information storage control unit 20 continues to store the actual route data until it can be considered that the actual route data matches the planned route data.

  When the automatic driving continuation determination unit 18 determines that the automatic steering is not recommended, the transmission data generation unit 21 generates determination related information related to the determination. The determination related information of the present embodiment includes information indicating a determination result that the automatic steering control is not recommended, a determination target element (a road incidental element that is determined to be unsuitable for continuing automatic steering control) ) (For example, position information on map data or information for specifying (identifying) a determination target element on map data), information indicating the date and time of determination, and an actual route stored in the storage unit 5 Among the information, predetermined information is included.

  The transmission / reception control unit 22 transmits the determination related information generated by the transmission data generation unit 21 to the outside via the wireless communication unit 34. The timing at which the transmission / reception control unit 22 transmits the determination-related information can be arbitrarily set as long as it is after the determination that the automatic steering is not recommended. However, when the actual route information (actual route data) is included in the determination related information, it is transmitted after the storage processing of the actual route data is completed.

  The map data update unit 23 updates the map data 10 stored in the storage unit 5 so that the stored actual route information is reflected after the storage processing of the actual route data is completed. That is, the road position information stored in the map data 10 is changed and stored according to the actual route data, and the position information of the determination target element registered in the map data 10 is changed to the actual position and stored.

Next, as an example, as shown in FIG. 2, a detour 41 that is different from the planned route on the map data 10 is provided in the middle of the traveling path 40 in front of the vehicle 1, and the lane marking L on the left side of the vehicle 1. Also, a case where the position is changed from the position registered in the map data 10 (scheduled position) and the detectable road incidental element existing in front of the vehicle 1 is only the lane marking L will be described. . The planned position P (P ₀ ... P _n ) of the lane line L is registered in the map data 10 at predetermined intervals along the lane line L, and the incidental element position calculation unit 17 of the vehicle 1 The actual position of L is detected as a continuous line (straight line or curve) C.

  In the vehicle 1 traveling in the automatic operation mode, all the planned positions P included in the detectable range are detected, the distance between each planned position P and the continuous line C is calculated, and the calculated distances are all predetermined. During the period within the distance D, it is determined that the automatic steering is recommended.

When the vehicle 1 approaches the detour 41 and the distance D _n between the planned position P _n and the continuous line C exceeds the predetermined distance D, it is determined that the automatic steering is not recommended, and the driver is notified accordingly. In addition to being notified, the position (actual position) of the point (determination target element) C _n on the continuous line C used for distance detection with the planned position P _n is stored as the stop determination reference position, and then stopped from the vehicle 1. the distance X to the criterion position C _n is monitored.

Before distance X from the vehicle 1 to stop criterion position C _n is equal to or less than a predetermined distance X, when the driver continues to travel by switching to manual operation, every time it is acquired current position of the vehicle 1 The history of the current position of the vehicle 1 is stored as actual route data, and the actual route data is stored as actual route information in association with the corresponding planned route data, the planned position P _n and the actual position C _{n of the} determination target element. Is done.

The predetermined distance X is set is non-zero, the distance from the vehicle 1 to stop criterion position C _n is always equal to or less than a predetermined distance X before the vehicle 1 passes through the judgment target element C _n. When the driver continues the automatic driving until the distance from the vehicle 1 to the stop determination reference position Cn is _equal to or less than the predetermined distance X, the vehicle 1 stops.

  Next, processing relating to determination of the automatic steering recommended state will be described with reference to the flowchart of FIG. In addition, this process is repeatedly performed for every predetermined time in automatic operation mode.

  In this process, for each road incidental element detected by the incidental element detection unit 14, the actual position on the map data 10 is calculated, and the actual position (detection data) of each road incidental element is registered in the map data 10. Corresponding to the scheduled position (reference data) of the incidental element (step S1).

  Next, for each road incidental element associated in step S1, it is determined whether the actual position is within a predetermined range from the planned position (step S2).

  When the actual position is within the predetermined range from the planned position (step S2: Yes), it is determined that the automatic steering is recommended, and the process after step S5 is not executed and the notification is executed. In this case, the notification is terminated (step S3), the status flag is set to OFF (step S4), and this process is terminated. On the other hand, when the actual position does not exist within the predetermined range from the planned position (step S2: No), it is determined that the automatic steering is not recommended, and the processes after step 5 are executed.

  In the processing after step 5, it is determined whether or not the state flag is on (step S5). If the state flag is off (step S5: No), the state flag is set to on (step S6). Then, the actual position of the determination target element is stored as a stop determination reference position (step S7), and notification is started (step S8). On the other hand, when the status flag is on (step S5: Yes), the processing of step S6 and step S7 is omitted and the notification is continued (step S8). The status flag is set to OFF by the process in step S3, and is also set to OFF when the automatic operation mode is switched to the automatic operation cancellation mode.

  Next, it is determined whether or not the distance from the vehicle 1 to the stop determination reference position is a predetermined distance or less (step S9). When the distance is equal to or shorter than the predetermined distance (step S9: Yes), the notification is terminated, the traveling is stopped, the state flag is set to OFF (step S10), and the process is terminated. If the distance exceeds the predetermined distance (step S9: No), the process ends without executing the process of step S10.

  Next, the actual route data storage process will be described with reference to the flowchart of FIG. This process is repeatedly executed every predetermined time in the automatic steering release mode (during manual operation).

  In this process, it is determined whether or not the status flag is on (step S11) and whether or not the storage completion flag is on (step S12). When the state flag is on (step S11: Yes) and the storage completion flag is off (step S12: No), the current position of the vehicle 1 is stored as actual route data (step S13). On the other hand, if the status flag is off (step S11: No) or the storage completion flag is on (step S12: Yes), the process ends without executing the process of step S13.

  If it is determined that the automatic steering is not recommended and the driver continues driving by switching to manual driving before the distance from the vehicle 1 to the stop determination reference position is equal to or less than the predetermined distance, this processing is performed. In step (b), it is determined that the status flag is on, and the storage processing of the actual path data is executed on condition that the storage completion flag is off.

  After storing the actual route data, whether or not it can be considered that the actual route data matches the planned route data (whether or not the distance from the position of the vehicle 1 stored in step S13 to the planned route data is equal to or less than a predetermined distance). Is determined (step S14). When it can be considered that the actual route data matches the planned route data (step S14: Yes), the storage completion flag is set to ON, the status flag is set to OFF (step S15), and the process is terminated. To do. On the other hand, when it cannot be considered that the actual route data matches the planned route data (step S14: No), the present processing is performed while the storage completion flag is kept off (the processing of step S15 is not executed). finish. By setting the storage completion flag to ON, it is determined that the storage completion flag is ON in the subsequent processing (step S12: Yes), the actual path data is not stored (step S13), and the actual path is not executed. The data storage process ends.

  As described above, according to the present embodiment, the automatic steering control is performed based on the comparison between the actual position of the road accessory element existing in front of the traveling path of the vehicle 1 and the planned position registered in advance in the map data 10. It is determined whether it is an automatic steering recommended state in which continuation of the vehicle is appropriate or an automatic steering non-recommended state that is not appropriate, and if it is in an automatic steering non-recommended state, the driver is informed to that effect. Accordingly, the information on the map data 10 is different from the actual information, such as when the road is closed due to construction or the like and a detour is provided, and traveling by automatic steering control according to the map data 10 is difficult or impossible. When possible, the driver can recognize the determination result that the automatic steering is not recommended before the vehicle 1 arrives at a point (change point) that has been changed from the planned route. Safety can be ensured by switching to operation.

  Further, when the vehicle 1 deviates from the planned route and the actual route information is stored, the actual route information is reflected and updated in the map data 10, and the updated map data 10 is used at the next traveling. . Therefore, when the vehicle 1 next travels on the travel route corresponding to the updated actual route information, it is not determined that the automatic steering is not recommended as in the previous time, and the automatic operation mode is safely continued. Can be made.

  In addition, information that can identify the determination target element, information that indicates the determination result that the automatic steering control is not recommended, information that indicates the date and time of determination, actual route information, and the like are output from the vehicle 1 to the outside as determination related information. For example, in the operation management system that has received the determination related information, the received determination related information can be reflected in the subsequent operation management. Further, in other vehicles that have received the determination related information, it is possible to grasp in advance a point where automatic steering control is not recommended.

  In the above-described embodiment, the automatic driving mode and the automatic driving cancellation mode are provided. However, instead of or in addition to the automatic driving mode, the automatic steering control is executed but the automatic acceleration / deceleration control is not executed. 1 is provided in a semi-automatic mode in which the driver performs acceleration / deceleration, and in such a mode, as in the automatic driving mode, automatic driving propriety determination processing and the like may be executed.

  As mentioned above, although this invention was demonstrated based on the said embodiment, this invention is not limited to the content of the said embodiment, Of course, it can change suitably in the range which does not deviate from this invention. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  The present invention is widely applicable to vehicles that perform automatic steering control based on map data.

1 Vehicle 2 Automatic Driving Control Device 3 ECU
5. Storage unit (map data storage means, actual route information storage means)
DESCRIPTION OF SYMBOLS 10 Map data 11 Mode setting part 12 Position information acquisition part (position information acquisition means)
13 Planned route calculation unit 14 Attached element detection unit (Attached element detection means)
15 Acceleration / deceleration control unit (vehicle stop means)
16 Steering control unit (traveling direction control means)
17 Auxiliary element position calculation unit (Auxiliary element position calculation means)
18 Automatic operation continuation determination unit (determination means)
19 Notification control unit (notification means)
20 real route information storage control unit (real route information storage means)
21 transmission data generation unit 22 transmission / reception control unit (transmission means)
23 Map data update unit 32 GNSS antenna 33 Camera 34 Wireless communication unit (transmission means)
35 Notification unit (notification means)

Claims (6)

A travel control device mounted on a vehicle,
Map data storage means for storing in advance map data containing position information of road incidental elements attached to the road;
A traveling direction control means for determining an advancing direction of the vehicle according to planned route information based on the map data, and executing an automatic steering control for directing the vehicle in the determined advancing direction;
Position information acquisition means for acquiring the current position of the vehicle by communication with the outside;
An auxiliary element detecting means for detecting an auxiliary element on the road ahead of the vehicle during execution of the automatic steering control;
Ancillary element position calculating means for calculating the position of the road incidental element detected by the incidental element detecting means on the map data using the current position acquired by the position information acquiring means;
Whether it is appropriate to continue the automatic steering control being executed based on the comparison between the position of the road incidental element calculated by the incidental element position calculating means and the position information of the road incidental element contained in the map data A traveling control device comprising: a determination unit that determines whether or not. The travel control device according to claim 1,
When the determination unit determines that it is not appropriate to continue the automatic steering control that is being executed, it includes a notification unit that notifies the driver that the automatic steering control is not continued. Travel control device. The travel control device according to claim 1 or 2,
A travel control device comprising vehicle stop means for stopping travel of the vehicle when the determination means determines that it is not appropriate to continue the automatic steering control being executed. It is a travel control device given in any 1 paragraph of Claims 1-3,
After the determination means determines that it is not appropriate to continue the automatic steering control being executed and before the vehicle passes the determination target element that is a road incidental element that is the target of the determination, When the driver stops the automatic steering control and continues to travel the vehicle by manual steering, the position of the determination target element calculated by the auxiliary element position calculation means and the current position acquired by the position information acquisition means A travel control device comprising actual route information storage means for storing history as actual route information. The travel control device according to claim 4,
A travel control device comprising map data updating means for updating the map data stored in the map data storage means so that the actual route information stored in the actual route information storage means is reflected. The travel control means according to any one of claims 1 to 5,
A travel control device comprising: a transmission unit configured to transmit determination-related information related to the determination to the outside when the determination unit determines that it is not appropriate to continue the automatic steering control being executed. .

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