JP2019061362A - Information processing device, on-vehicle control device, information processing system, information processing method, control method, and computer program - Google Patents

Abstract

To provide an information processing device that realizes safety of vehicle traveling and comfortable traveling performance.SOLUTION: There is provided an information processing device comprising a communication unit capable of communicating with a vehicle, and an information processing unit for executing information processing to provide information to an object vehicle enabling drive support control using probe information received from the vehicle. The information processing includes: generation processing for generating speed change information at an object point, of a model speed obtained by using a plurality of pieces of the probe information of a plurality of manually operated vehicles; and provision processing for providing the speed change information to the object vehicle.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an information processing apparatus, an in-vehicle control apparatus, an information processing system, an information processing method, a control method, and a computer program, and more particularly to an information processing apparatus processing information related to automatic driving of a vehicle, the information processing method, and automatic driving The present invention relates to an on-vehicle control device that executes control, a control method thereof, an information processing system including these devices, and a computer program.

  Development of automatic driving technology for cars is actively being carried out. The autonomous driving functions include, for example, a CC (Cruise Control) function and an ACC (Adaptive Cruise Control) function. The CC function is a function to drive at a constant speed. The ACC function is a control function that travels at a constant speed while keeping the inter-vehicle distance to the preceding vehicle constant.

  The automatic driving function is required to have high safety and comfortable drivability. For example, Japanese Patent Laid-Open No. 2003-170760 (Patent Document 1) discloses a travel control device for a vehicle having an ACC function that can be controlled to match the driver's sense. In addition, JP 2007-145201 A (patent document 2) is intended to reduce the sudden clogging or widening of the inter-vehicle distance by correcting and controlling the actuator of the vehicle according to the change in the inter-vehicle distance which changes according to the terrain information. Discloses a travel control device capable of ensuring safe and comfortable travel.

JP 2003-170760 A JP 2007-145201 A

  On the other hand, many vehicles not equipped with automatic driving technology are also traveling. Therefore, on the road, it is assumed that vehicles that drive automatically and vehicles that do not do so are mixed. Therefore, the positional relationship with the manually driven vehicle present in the surroundings is also important for the autonomous driving technology.

  An object in one aspect of the present invention is to provide an information processing apparatus, an in-vehicle control apparatus, an information processing system, an information processing method, a control method, and a computer program, which realize safety of vehicle traveling and comfortable traveling performance. is there.

  According to an embodiment, the information processing apparatus performs information processing for providing information to a target vehicle capable of driving assistance control using a communication unit capable of communicating with the vehicle and probe information received from the vehicle. A processing unit, and the information processing includes processing for generating speed change information at a target point of model speeds obtained using a plurality of probe information of a plurality of manually driven vehicles, and the speed change information And a providing process for providing the target vehicle.

  According to another embodiment, the in-vehicle control device is an in-vehicle control device having a driving support unit that controls the traveling speed of the own vehicle, and is received from the communication unit capable of communicating with the information processing device and the information processing device And a correction unit configured to execute a correction process of correcting a set speed at a target point of the vehicle used by the driving support unit using the speed change information at the target point.

  According to another embodiment, the information processing system is an information processing system including an communicable information processing device and a plurality of vehicles, and the plurality of vehicles control a driving support unit for controlling the traveling speed of the own vehicle. The information processing apparatus includes a target vehicle capable of performing driving assistance control on which the on-vehicle control device is mounted, and the information processing apparatus is a velocity at a target point of a model velocity obtained using probe information received from a plurality of manually driven vehicles. The change information is generated and provided to the target vehicle, and the in-vehicle control device of the target vehicle corrects the set speed at the target point of the target vehicle used by the driving support unit using the speed change information received from the information processing device.

  According to another embodiment, an information processing method is an information processing method in an information processing apparatus capable of communicating with a vehicle, which is a model speed obtained using probe information received from a plurality of manually driven vehicles. And generating the speed change information at the target point, and providing the speed change information to the target vehicle capable of driving assistance control.

  According to another embodiment, the control method is a method of controlling the traveling speed in the on-vehicle control device having a driving support unit that controls the traveling speed of the vehicle, and the information processing apparatus calculates speed change information at the target point. And a step of correcting the set speed at a target point of the vehicle used by the driving support unit using the speed change information.

  According to another embodiment, the computer program is a computer program for causing a computer to function as an information processing apparatus for communicating with a vehicle, wherein driving assistance control can be performed on the computer using probe information received from the vehicle. Functions as an information processing unit that executes information processing for providing information to a target vehicle, and the information processing is the speed at a target point of a model speed obtained using a plurality of probe information of a plurality of manually driven vehicles. It includes a generation process of generating change information and a provision process of providing speed change information to a target vehicle.

  According to another embodiment, the computer program is a computer program for causing a computer to function as an on-vehicle control device having a driving support unit that controls the traveling speed of a vehicle, and the computer is received from the information processing device. The speed change information at the target point is used to function as a correction unit that corrects the set speed at the target point of the vehicle used by the driving support unit.

  According to the present invention, it is possible to realize the safety of the traveling of the vehicle and the comfortable traveling performance.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure showing the whole structure of the information processing system concerning embodiment, and the structure of a server apparatus. It is the schematic of the internal structure of an autonomous driving vehicle. It is a figure explaining the vehicle speed change in object point vicinity of the vehicle under manual operation on the road. It is explanatory drawing which shows the specific example of the process which the information processing part of a server computer performs. It is a figure showing an example of offer information. It is a block diagram which shows the specific example of a function structure of the assistance process part included in the vehicle control part of a vehicle-mounted computer. It is the flowchart which showed the specific flow of information provision processing. It is the flowchart which showed the concrete flow of the driving assistance processing.

[Description of the embodiment]
The present embodiment includes at least the following. That is,
(1) The information processing apparatus included in the present embodiment uses the communication unit capable of communicating with the vehicle and the probe information received from the vehicle to perform information processing for providing information to the target vehicle capable of driving assistance control. An information processing unit to be executed, wherein the information processing includes processing for generating speed change information at a target point of a model speed obtained using a plurality of probe information of a plurality of manually driven vehicles, Providing the change information to the target vehicle.
By providing the target vehicle with the above-described speed change information, the target vehicle can correct the set speed using the speed change information. By this, it is possible to make the vehicle speed change at the target point close to the speed change of the model speed. That is, automatic driving is performed such that the speed change is similar to the speed change of the vehicle during the surrounding manual driving. As a result, it is possible to suppress the sense of discomfort that the driver's own vehicle has voluntarily accelerated as compared with the surrounding manually driven vehicle that the driver of the target vehicle feels.

(2) Preferably, in the generation processing, a plurality of pieces of probe information excluding probe information determined to be abnormal traveling from a plurality of pieces of probe information are used for generation of speed change information.
By removing the probe information determined to be abnormal travel, the model speed can be brought close to the actual model speed of the vehicle that is being driven manually. Therefore, it is possible to more closely approach the speed of the vehicle during automatic driving to the speed change of the surrounding manually operated vehicle. As a result, it is possible to further suppress the sense of discomfort that the driver of the target vehicle feels.

(3) Preferably, the target point is a point where the frequency change speed of the vehicle during manual driving is higher than other points, and the information processing is based on a plurality of probe information of a plurality of manually driving vehicles. To determine the target point.
Thus, the target point can be detected with high accuracy. As a result, it is possible to further suppress the sense of discomfort that the driver of the target vehicle feels.

(4) Preferably, the velocity change information includes at least one of acceleration and jerk of model velocity at the target point.
Thereby, in the target vehicle that has received the speed change information, the vehicle speed at the target point can be easily brought close to the change in the model speed.

(5) Preferably, the providing process provides the target vehicle with speed change information of the model speed according to the vehicle speed at the point of entry of the target vehicle to the target point.
The entry point to the target point is the target point, or a point at a predetermined distance in front of the target point (opposite to the traveling direction). Thereby, the change in speed of the target vehicle can be made close to the change in speed of the model speed according to the vehicle speed at the entry point to the target point. As a result, it is possible to further suppress the sense of discomfort that the driver of the target vehicle feels.

(6) The on-vehicle control device included in the present embodiment is an on-vehicle control device having a driving support unit that controls the traveling speed of the own vehicle, and from the communication unit capable of communicating with the information processing device And a correction unit configured to execute a correction process of correcting the set speed at the target point of the vehicle used by the driving support unit using the received speed change information at the target point.
By correcting the set speed of the host vehicle used by the driving support unit using the speed change information from the information processing device, the speed change at the target point set by the automatic driving in the driving support unit can be obtained from the information processing device It is possible to approximate the speed change indicated by the speed change information.

(7) Preferably, the speed change information includes at least one of an acceleration and a jerk at a target point of a model speed obtained using a plurality of probe information of a plurality of manually driven vehicles.
Thereby, the change in vehicle speed at the target point can be made close to the change in velocity of the model speed. That is, automatic driving is performed such that the speed change is similar to the speed change of the vehicle during the surrounding manual driving. As a result, it is possible to suppress the sense of discomfort that the driver of the target vehicle feels as if the driver's own vehicle has voluntarily accelerated as compared with the surrounding vehicle that is manually driven.

(8) The information processing system included in the present embodiment is an information processing system including an information processing apparatus capable of communication and a plurality of vehicles, and the plurality of vehicles are driving support for controlling the traveling speed of the own vehicle The information processing apparatus includes a target vehicle capable of driving assistance control equipped with an on-vehicle control device having a control unit, and the information processing device is a target point of a model speed obtained using probe information received from a plurality of manually driven vehicles. The speed change information in the vehicle is generated and provided to the target vehicle, and the in-vehicle control device of the target vehicle corrects the set speed at the target point of the target vehicle used by the driving support unit using the speed change information received from the information processing device. Do.
By providing the target vehicle with the speed change information from the information processing apparatus, the target vehicle corrects the set speed using the speed change information, and the vehicle speed change at the target point is a vehicle during manual driving around. Automatic driving is performed to achieve the same change in vehicle speed. As a result, it is possible to suppress a sense of discomfort that the driver of the target vehicle feels like the driver's own vehicle has accelerated as compared with the surrounding vehicle under manual driving.

(9) The information processing method included in the present embodiment is the information processing apparatus according to any one of (1) to (5), wherein the information processing method provides information to a target vehicle capable of driving assistance control. Method.
Such an information processing method exhibits the same effects as the information processing devices of the above (1) to (5).

(10) The control method included in the present embodiment is a method of controlling the traveling speed of the host vehicle in the on-vehicle control device described in (6) or (7).
This control method has the same effect as the on-vehicle control device of (6) or (7).

(11) A computer program included in the present embodiment causes a computer to function as the information processing apparatus described in any one of (1) to (5).
Such a computer program has the same effect as the information processing device of the above (1) to (5).

(12) A computer program included in the present embodiment causes a computer to function as the on-vehicle control device described in (6) or (7).
Such a computer program has the same effect as the on-vehicle control device of the above (6) or (7).

[Details of the embodiment]
Hereinafter, preferred embodiments will be described with reference to the drawings. In the following description, the same parts and components are denoted by the same reference numerals. Their names and functions are also the same. Therefore, these descriptions will not be repeated.

[Whole system configuration]
FIG. 1 is a diagram schematically showing the configuration of an information processing system (hereinafter referred to as a system) 1 according to the present embodiment. Referring to FIG. 1, system 1 includes a server device 2 which is an information processing device, and a plurality of probe vehicles 5.

  The vehicle according to the present embodiment indicates all vehicles passing on the road. That is, the vehicle here corresponds to a vehicle according to the Road Traffic Act, such as a car, a motorbike, a light vehicle, and a trolley bus, as well as a motorcycle. The drive system of the vehicle is not particularly limited. Therefore, EVs (Electric Vehicles), PHVs (Plug-in Hybrid Vehicles), and the like also correspond to the vehicles according to the present embodiment.

  The probe vehicle refers to a vehicle having a communication function of uplink transmission of probe information of the host vehicle by wireless transmission or the like. The probe information is also referred to as probe data, and indicates various information on the vehicle obtained from the vehicle traveling on the road. The probe information includes various vehicle data such as a vehicle ID, a vehicle position, a vehicle speed, a vehicle direction, and time of occurrence of these. In the present embodiment, the probe vehicle also transmits CAN information transmitted and received in a controller area network (CAN) described later, which is an example of a car-mounted LAN (Local Area Network), in the probe information. .

  The CAN information includes, for example, the accelerator opening degree of the vehicle, the brake depression force, the steering wheel steering angle, turning on / off of the hazard lamp, an instruction to reduce the set speed, and an ACC (Adaptive Cruise Control / Adaptive Cruise Control) function described later. Vehicle data such as a cancellation instruction and status information of an operation mode described later (identification information indicating either an automatic driving mode or a manual driving mode) is included.

  The plurality of probe vehicles 5 include an autonomous driving vehicle 5A and a plurality of manual driving vehicles 5B. Each of the plurality of probe vehicles 5 can perform wireless communication with a wireless base station 4 (such as a mobile phone base station) at each location. The wireless base station 4 can communicate with the server device 2 via a public communication network 3 such as the Internet. Therefore, each probe vehicle 5 can transmit the probe information S1 of its own vehicle to the server device 2.

  An autonomous driving vehicle refers to a vehicle having a control system capable of autonomous driving. Automatic driving refers to driving in which a control system of a vehicle such as an ECU (Engine Control Unit) automatically performs part or all of driving of the host vehicle based on sensing results of various sensors of the vehicle.

  A manually operated vehicle refers to a vehicle that performs manual operation. Manual driving refers to the vehicle occupant performing all of the driving of the vehicle. That is, it is a contrast concept of automatic driving, and refers to driving where all subjects of basic operations such as acceleration / deceleration and steering are passengers.

  In the present embodiment, it is assumed that the autonomous driving vehicle can switch the operation mode of the host vehicle to either the “automatic operation mode” or the “manual operation mode” by the operation input by the passenger. The autonomous driving vehicle switches the operation mode of the host vehicle to the manual driving mode when it is determined that the continuation of the autonomous driving is difficult while traveling in the autonomous driving mode. The operation mode of the automatically driven vehicle is switched from the automatic drive mode to the manual drive mode and the automatic drive mode is forcibly stopped by the judgment of the automatically driven vehicle or the operation input by the passenger. It is also called.

  The server device 2 is a computer device which is operated by, for example, a car manufacturer and performs a predetermined information providing service to registered members such as purchasers of vehicles which are their products. The server device 2 executes an information providing service using the probe information S1 from the probe vehicle 5. The probe vehicle 5 can receive, from the radio base station 4, provision information S <b> 2 to be described later provided by the server device 2.

[Configuration of Server Device]
As shown in FIG. 1, the server device 2 includes a server computer 10 such as a workstation and various databases 21 to 25 connected to the server computer 10. The server computer 10 includes an information processing unit 11, a storage unit 12, and a communication unit 13 communicably connected via an internal bus 15.

  The storage unit 12 includes at least one non-volatile memory (storage medium) of a hard disk drive (HDD) and a solid state drive (SSD), a volatile memory (storage medium) including a random access memory (RAM) and the like. Storage device.

  The information processing unit 11 is an arithmetic processing unit including a CPU (Central Processing Unit), reads the computer program 14 stored in the non-volatile memory of the storage unit 12, and performs information processing according to the program 14.

The communication unit 13 is communicably connected to the traffic information server 6 and other information providing servers such as the weather information server 7 via the public communication network 3.
The traffic information server 6 is a server operated by a predetermined information service provider that provides VICS information of the whole of Japan acquired from the VICS (registered trademark) center. The weather information server 7 is a server operated by a predetermined information service provider, which provides weather information of the whole of Japan acquired from meteorological stations of various places.

  The communication unit 13 is communicably connected to the radio base station 4 via the public communication network 3. The communication unit 13 can receive the probe information S <b> 1 uplink-transmitted to the own device by the wireless base station 4, and downlink-transmits the provided information S <b> 2 to be described later generated in the own device to the wireless base station 4.

  The databases 21 to 25 are respectively connected to the server computer 10 so as to be able to transfer data, and consist of mass storage including an HDD or an SSD.

  Road map data covering the whole of Japan is recorded in the map database 21. In the probe database 22, a large number of probe information S1 received by the communication unit 13 from the probe vehicles 5 of registered members existing all over Japan are accumulated. In the traffic information database 23, a large number of traffic information consisting of VICS information of all over Japan, which the communication unit 13 has received from the traffic information server 6, is accumulated. The weather information database 24 stores a large number of weather information from all over Japan, which the communication unit 13 has received from the weather information server 7.

  The information accumulated in each of the databases 22 to 24 is information included in a predetermined period Tp (for example, the predetermined period Tp is 3 months or more and 2 years or less) with the occurrence time tp (time stamp) of the information retroactive from the present time is there. Therefore, the information contained in each of the databases 22 to 24 is updated each time the communication unit 13 receives the information having the latest occurrence time, and is deleted in order from the information having the oldest occurrence time.

  In the provided information base 25, provided information S2 generated by information processing to be described later and provided to the automatically drivable probe vehicle 5A (target vehicle described later) is accumulated.

[Configuration of an autonomous driving vehicle]
FIG. 2 is a schematic view of an internal configuration of the autonomous driving vehicle 5A. The autonomous driving vehicle 5A has an ACC function as an autonomous driving function. Referring to FIG. 2, the autonomous driving vehicle 5A includes an onboard computer 50 which is an onboard control device. The on-vehicle computer 50 is, for example, a GW (gateway).

  The in-vehicle computer 50 includes a vehicle control unit 51, a storage unit 52, a communication unit 54, a travel control unit 55, a steering control unit 56, a navigation unit 57, a first sensor 58, and a vehicle control unit 51 communicably connected via an internal bus 53. A second sensor 59 is included. These devices constitute an in-vehicle LAN. The in-vehicle LAN is CAN as an example.

  The storage unit 52 is a storage device including at least one non-volatile memory (storage medium) of an HDD and an SSD, and a volatile memory (storage medium) including a RAM and the like.

  The vehicle control unit 51 includes an ECU, and reads and executes a computer program stored in the storage unit 52 to control the operation of each unit in the on-vehicle computer 50. The vehicle control unit 51 includes, as functions realized by reading and executing a computer program, a provision processing unit 511 that executes processing for providing probe information, and a support processing unit 512 for performing automatic driving. .

  The communication unit 54 includes a wireless communication unit 60 for performing wireless communication and a wired communication unit 61 for performing wired communication in a car. The wireless communication unit 60 is, for example, a wireless communication device constantly mounted on the probe vehicle 5A or a mobile terminal (for example, a mobile phone, a smartphone, a tablet computer, etc.) temporarily mounted on the probe vehicle 5A. Become.

  The RF signal received by the wireless communication unit 60 is a modulation signal of a communication frame including vehicle information from another vehicle 5 and downlink information from the roadside communication device. The wireless communication unit 60 demodulates the RF signal captured by the antenna 62 to reproduce a communication frame, extracts vehicle information or downlink information from the reproduced communication frame, and passes it to the wired communication unit 61. The wired communication unit transfers the information passed from the wireless communication unit 60 to the vehicle control unit 51.

  The RF signal transmitted by the wireless communication unit 60 is a modulation signal of a communication frame in which probe information and the like are stored. The vehicle control unit 51 generates probe information and transmits it to the wired communication unit 61, and the wired communication unit 61 passes the received probe information to the wireless communication unit 60. The wireless communication unit 60 generates a communication frame including the received probe information, modulates the generated communication frame into an RF signal, and transmits it from the antenna 62.

  The wired communication unit 61 executes communication (also referred to as CAN communication) according to the CAN standard via the internal bus 53. The in-vehicle LAN is not limited to CAN, and Ethernet (registered trademark), CANFD (CAN with Flexible Data Rate), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport) (registered trademark), etc. It may be a communication network based on another standard.

  The travel control unit 55 is a control unit that has control over control of the travel of the vehicle 5. For the control performed by the traveling control unit 55, for example, acceleration / deceleration control that adjusts the number of rotations of the engine, the electric motor, etc. according to the depression amount of the accelerator pedal, and adjustment of oil pressure of the hydraulic brake according to the depression amount of the brake pedal Braking control, and shift control for the torque converter.

  The steering control unit 56 is a control unit that has control over the steering of the vehicle 5. The control performed by the steering control unit 56 includes, for example, direction control that adjusts the steering angle of the front wheels according to the amount of rotation of the steering wheel, lamp control that controls blinking of lamps such as a direction indicator, and sudden control. It includes ABS (Antilock Brake System) control that prevents the locking of the tire due to braking and maintains the steerable state.

  The navigation unit 57 includes a route search unit (not shown) including a computer device that searches for an optimal route when the host vehicle passes to the destination, an operation unit for inputting to the route search unit, and a route that is an operation result. And a display and a speaker for guiding a passenger with images and sounds. The path searcher generally calculates a minimum cost path with the lowest link cost by a specific path search logic. As the route search logic, for example, Dijkstra's method or potential method is used.

  The navigation unit 57 has a time synchronization function for acquiring the current time from the GPS signal, a position detection function for measuring the current position (latitude, longitude and altitude) of the vehicle from the GPS signal, and the azimuth and angular velocity of the vehicle And an azimuth detecting function of measuring The navigation unit 57 also includes a storage device in which road map data is stored. The road map data is used to perform map matching of the position information of the vehicle in search processing by the route search unit.

  The first sensor 58 is, for example, an ultrasonic sensor, a video camera, or the like disposed at the four front, rear, left, and right corners of the vehicle 5. The first sensor 58 provided on the front side is a sensor mainly for detecting the presence of an object present on the front of the vehicle, and the first sensor 58 provided on the rear side is mainly present on the rear of the vehicle Sensor for detecting the presence of an object.

  The second sensor 59 is, for example, an ultrasonic sensor, a video camera, or the like disposed in the ceiling portion of the vehicle 5. The second sensor 59 is rotatable at a relatively high speed around the vertical axis, and is a sensor for detecting the presence of an object present around the host vehicle.

  The support processing unit 512 executes driving support processing for performing automatic driving based on the sensing results of the first sensor 58 and the second sensor 59. As an example of control of the automatic driving, the collision possibility is predicted from the distance between the object detected by the first sensor 58 and the own vehicle, and when it is judged that the collision possibility is high, the deceleration intervention or There are some which give commands to each unit 55 to 57 to call attention. Further, as another control example of the automatic driving, the behavior expected of the object detected by the first sensor 58 and the second sensor 59 is predicted by deep learning of the past behavior and the like, and the own vehicle is calculated based on the predicted behavior In some cases, each unit 55-57 is instructed to direct it to a target position.

  Furthermore, in the vehicle 5A according to the present embodiment, in the driving support process, the vehicle speed is controlled using the provided information S2 provided from the server device 2. The driving support processing according to the present embodiment will be described later.

  The support processing unit 512 can also switch from automatic driving to manual driving of the passenger. The switching of the operation mode is performed by a manual operation input by a passenger or a control command from a portable terminal such as a smartphone.

  The travel control unit 55, the steering control unit 56, the navigation unit 57, and the vehicle control unit 51 (support processing unit 512) connected to the internal bus 53 open the current position, speed, and accelerator as CAN information for the internal bus 53. It transmits a degree, brake depression force, steering wheel steering angle, turning on / off of a hazard lamp, reception of an instruction to reduce a set speed, an instruction to switch an operation mode, status information of the operation mode, and the like. The provision processing unit 511 receives the CAN information, adds the vehicle ID stored in advance, and generates probe information. The provision processing unit 511 transmits the generated probe information to the wired communication unit 61, and instructs uplink transmission.

  Although FIG. 2 shows the internal configuration of the autonomous driving vehicle 5A, the internal configuration of the manual driving vehicle 5B is substantially the same. When the probe vehicle 5 is the manually driven vehicle 5B, the vehicle control unit 51 does not include the support processing unit 512.

[Description of task]
There are points on the road where topographically and psychologically speed changes are encouraged. This point is called an object point in the following description. For example, the target point is a point where the road slope is equal to or greater than a predetermined slope, a lane junction, a tunnel entrance, a point where the tollgate is installed, a point where the curvature radius of the curve is equal to or greater than a threshold, a point where the road width narrows, This is a point or the like that changes from a downhill to an uphill, and the frequency at which the speed change occurs in the vehicle during manual operation is a high point compared to other points.

  As an example of the target point, FIG. 3 is a view for explaining a change in vehicle speed in the vicinity of the target point P of a vehicle in manual operation on the road R. The target point P in FIG. 3 is a point at which the slope of the road R changes, and specifically, indicates a point at which a rising slope starts. The upper part of FIG. 3 represents the slope of the road R, and the lower part of FIG. 3 represents the speed change of the vehicle.

  Referring to FIG. 3, when a vehicle in manual driving passes a target point P, the vehicle generally travels at the following vehicle speeds. Immediately after passing the target point P, the driver decelerates due to his unconsciousness. Thereafter, the vehicle travels at a constant speed to a point P1 immediately before the end of the climbing slope, and the recovery (acceleration) of the vehicle speed is started at the point P1.

  When passing through the target point P, the vehicle in automatic driving may travel at constant speed in the sections P to P1 by the automatic driving function. In this case, there is a problem that the driver of the vehicle may feel a sense of incongruity such as self-acceleration due to comparison with a vehicle in manual operation around which the vehicle decelerates immediately after passing the target point P. is there. This discomfort may sometimes impair the safety of the vehicle travel and the comfortable travelability.

  Therefore, in the system 1 according to the present embodiment, information (hereinafter referred to as speed change information) indicating a change in the speed (model speed to be described later) obtained based on the probe information of the vehicle during manual operation. Provide the provided information S2 including

[Function of server computer]
FIG. 4 is an explanatory view showing a specific example of the process executed by the information processing unit 11 of the server computer 10. Referring to FIG. 4, the process performed by information processing unit 11 includes probe information storage process ST1, target point determination process ST2, generation process ST3, and information provision process ST4. The probe information accumulation process ST1 further includes an abnormal travel determination process ST11 and an accumulation process ST12.

  Abnormal travel determination processing ST11 is processing to determine abnormal travel from the probe information S1. Abnormal travel refers to unsafe vehicle travel behavior. For example, rapid deceleration (sudden braking), rapid acceleration, and rapid steering. The result of the abnormal travel determination process ST11 is passed to the accumulation process ST12 together with the probe information S1 from the probe vehicle 5.

  Sudden deceleration refers to traveling where the deceleration of the vehicle (defined as a negative value because it is reverse to the traveling direction) is less than or equal to a predetermined threshold (e.g. -0.45G to -0.3G). When defining by a brake depression force, it means that the brake depression force at the time of driving | running | working becomes more than predetermined value. The sudden acceleration refers to traveling where the acceleration of the vehicle (defined as a positive value for the same direction as the traveling direction) is equal to or greater than a predetermined threshold (for example, 0.30 G to 0.45 G). When defining by the accelerator opening, it means that the accelerator opening at the time of driving | running | working becomes more than predetermined value. In sudden steering, the azimuth angular velocity, which is the amount of change in the vehicle azimuth per unit time when traveling at a predetermined vehicle speed (for example, 40 km / h) or more, becomes a predetermined threshold (for example, 25 deg / s) or more It means that. When defining with the steering wheel steering angle, the steering angular velocity, which is the amount of change in the steering wheel steering angle per unit time, when traveling at a predetermined vehicle speed (for example, 40 km / h or more) is equal to or higher than a predetermined threshold Say

  In the abnormal travel determination process ST11, in addition to the unsafe travel behavior of the vehicle, abnormal travel may be determined in consideration of weather information and traffic information at the time of travel. For example, it is because the traveling behavior at the time of abnormal weather, such as heavy rain, and the traveling behavior at the time of traffic congestion may differ from the normal traveling behavior. Therefore, in the abnormal travel determination process ST11, the threshold of the weather information corresponding to the abnormal weather and the threshold of the traffic information corresponding to the traffic congestion are stored in advance, and the probe information S1 obtained from the traffic information server 6 or the weather information server 7 When the traffic information and the weather information at the timing indicated by the time information included in the traffic information and the weather information are equal to or more than the threshold value, it may be determined that the probe information S1 is abnormal traveling. The determination accuracy of the abnormal driving can be improved by determining the abnormal traveling in consideration of the traffic information and the weather information.

  The accumulation process ST12 is the manually driven vehicle 5B or the automatically driven vehicle 5A, and the probe information S1 from the probe vehicle 5 whose operation mode is the manual driving mode, that is, the probe information S1 from the manually operated probe vehicle 5 Among these, the processing is the processing for accumulating in the probe DB 22 except for the probe information S1 determined to be abnormal traveling in the abnormal traveling determination processing ST11. The probe information S1 in the following description indicates the probe information accumulated in the probe DB 22 by the accumulation process ST12. The accuracy of the above correction can be improved by accumulating in the probe DB 22 the probe information S1 excluding the probe information S1 determined to be abnormal traveling in the abnormal traveling judgment processing ST11.

  Target point determination processing ST2 is processing to determine a target point P based on the probe information S1. As an example, in the target point determination process ST2, the probe information S1 from the same vehicle 5 accumulated in the probe DB 22 is arranged in time series as time series data for each position information, and each tendency fluctuation is analyzed . In the target point determination process ST2, a point having a probability that a change more than a predetermined change in the time series data of a plurality of vehicles is equal to or more than a threshold is determined as the target point P. That is, when the probability that the deceleration more than the predetermined deceleration amount occurs is the threshold or more at the same point, the point is determined to be the target point P in the target point determination process ST2.

  As another example, instead of the determination at the vehicle speed, or in addition to the determination at the vehicle speed, a point where the frequency at which the depression force of the brake becomes a predetermined value or more is a threshold or more, and a frequency at which the accelerator opening degree is a predetermined or more A point that is equal to or greater than the threshold may be determined as the target point.

  As still another example, in the target point determination process ST2, the target point may be determined based on an external factor in addition to the probe information S1. The external factor is an event on the road side, for example, a point where the road slope is equal to or greater than a predetermined slope, a lane junction, a tunnel entrance, a point where a tollgate is installed, a point where the curvature radius of the curve is equal to or more than a threshold, It is a point where the road width narrows. The above-mentioned topographical information which is an external factor is read from the map DB 21.

The generation process ST3 is a process of generating speed change information of a model speed, which will be described later, to be included in the provided information S2. The generation process ST3 includes the lower two processes ST31 and ST32.
ST31: Acquisition process for acquiring necessary data from the probe DB 22 ST32: Analysis of the tendency of speed change, generation process for generating time series data of change in model speed

  As shown in the lower part of FIG. 3, the change in vehicle speed near the target point P differs depending on the speed of approach to the target point P. In the following description, the approach speed is referred to as initial speed. The initial speed is the vehicle speed at the entry point to the target point P. The entry point to the target point P indicates the target point P or a point P0 having a predetermined distance in front of the target point P (opposite to the traveling direction). The same applies to the following description.

  The speed change g1 in the lower part of FIG. 3 represents the initial speed 100 [km / h (hour)], and the speed change g2 represents the speed change of the initial speed 95 [km / h]. According to FIG. 3, although the speed change g1 maintains the high speed over the entire sections P to P1 than the speed change g2, the speed change g1 decelerates immediately after the target point P passes rather than the speed change g2. large.

  That is, the overall vehicle speed of the sections P to P1 differs depending on the initial speed. Therefore, in the acquisition process ST31, a discrete value data group of vehicle speeds in the sections P to P1 is acquired from the probe DB 22 for each initial speed.

  In the generation process ST32, a model velocity for each control point in the sections P to P1 is calculated from the discrete value data group for each initial velocity. The control points are, for example, points at 100 m intervals in the sections P to P1.

  The model speed is, for example, a statistical value of the vehicle speed at each control point in the sections P to P1. The statistical value is, for example, an average value, a median value, or a mode value. The model velocity at each control point in the section P-P1 for each initial velocity is, for example, a velocity which changes as shown in the lower part of FIG.

  When the model velocity at each control point is obtained, in the generation process ST32, the acceleration at each control point is calculated for each initial velocity, and acceleration data in which the calculated accelerations are arranged in time series is generated. The acceleration data is an example of information (speed change information) indicating a speed change of the model speed.

  As another example, in the generation process ST32, jerk, which is a rate of change of acceleration of the model velocity at each control point, is further calculated, and jerk data in which the calculated jerks are arranged in time series is generated. The acceleration data is also an example of information (velocity change information) indicating a change in velocity of the model velocity.

  The generation process ST3 stores the provided information S2 including the speed change information of the model speed for each initial speed in the provided information DB 25. The provided information S2 includes initial velocity, information indicating the target point P, and the like, in addition to the speed change information. The speed change information includes at least one of acceleration data and jerk data of the model speed at the target point P. Thereby, it is possible to easily bring the vehicle speed change at the target point P of the target vehicle 5 into the speed change of the model speed in the driving support process described later.

  FIG. 5 is a diagram showing an example of speed change information included in the provided information S2 for a certain target point P. As shown in FIG. Specifically, referring to FIG. 5, the speed change information included in the provided information S2 has an initial velocity of 90 [km / h] ((A) in FIG. 5), 95 [km / h] ((B)), And 100 [km / h] (the same (C)), includes both acceleration data and jerk data at each control point for every 100 m in the sections P to P1. The speed change information included in the provided information S2 may be at least one of the acceleration data and the jerk data, and may be only one of them. When the speed change information includes only acceleration data, the model speed can be obtained by integrating the acceleration data, and in the case of only the jerk data, the model speed can be obtained by differentiating the jerk data twice. is there.

  The information providing process ST4 is a process of providing the provided information S2 to the probe vehicle 5. Details of the information provision processing ST4 will be described later.

[Function of in-vehicle computer]
FIG. 6 is a block diagram showing a specific example of a functional configuration of the support processing unit 512 included in the vehicle control unit 51 of the on-vehicle computer 50. Referring to FIG. 6, support processing unit 512 includes a correction unit 513 and a driving support unit 514.

  The driving support unit 514 is a functional configuration that realizes a known driving support function as represented by the above-described CC function and ACC function. In the present embodiment, the driving support unit 514 is not limited to a specific configuration. As an example, when the automatic driving function is an ACC function, the driving support unit 514 includes a first correction unit 41, a second correction unit 42, and an ACC control unit 43.

  The first correction unit 41 corrects the speed set as the current traveling speed (hereinafter, set speed) using a correction value based on the front inter-vehicle distance obtained from the sensor result of the first sensor 58. The first correction unit 41 corrects the setting speed to be slower if, for example, the front inter-vehicle distance is less than or equal to the stored closest approach distance, and the setting speed if it is equal to or more than the farthest distance. To make it faster.

  The second correction unit 42 corrects the set speed corrected by the first correction unit 41 using a correction value based on the current vehicle speed obtained from the traveling control unit 55. For example, when the set speed becomes faster than the threshold value by the correction by the first correction unit 41, the second correction unit 42 corrects the correction speed to be slower.

  The ACC controller unit 43 instructs the traveling control unit 55 to set the set speed corrected by the second correction unit 42 as the vehicle speed. Specifically, the ACC controller unit 43 generates a frame including data representing the instruction, and transmits the frame to the traveling control unit 55.

  The correction unit 513 is a functional configuration that corrects the set speed input to the driving support unit 514 using the speed change information included in the provided information S2. Referring to FIG. 6, correction unit 513 includes a first calculation unit 31, a first correction unit 32, a second calculation unit 33, and a second correction unit 34.

  The first calculation unit 31 calculates acceleration by integrating the jerk data included in the provided information S 2, and inputs the calculated acceleration to the first correction unit 32. The first correction unit 32 calculates the correction value of the acceleration by adding the acceleration calculated by the first calculation unit 31 to the acceleration data included in the provided information S2, and inputs the calculated correction value to the second calculation unit 33. The second calculation unit 33 integrates the input acceleration to calculate the correction value of the velocity, and inputs the correction value to the second correction unit 34. The second correction unit 34 corrects the set speed by adding the correction value of the input speed to the set speed, and inputs the corrected set speed to the driving support unit 514.

[Information provision processing]
FIG. 7 is a flow chart showing a specific flow of the information provision processing ST4 executed by the information processing section 11 of the server computer 10. Referring to FIG. 7, information processing unit 11 monitors probe information S1 from each probe vehicle 5, and when vehicle 5 that has transmitted probe information S1 is automatically driven vehicle 5A (YES in step S101), The information processing unit 11 confirms the position of the vehicle 5A.

  The information processing unit 11 determines whether the position of the vehicle 5A is in the vicinity of the target point P or not. Preferably, it is determined whether or not there is a point P0. When the vehicle 5A reaches the position (YES in step S103), the information processing unit 11 determines the vehicle 5A as a target vehicle for which the provision information S2 is provided (hereinafter, also referred to as a target vehicle). Then, the information processing unit 11 extracts, from the provided information DB 25, the provided information S2 including the speed change information of the model speed according to the initial speed of the target vehicle 5A among the provided information of the target point P (Step S105). The model speed according to the initial speed of the target vehicle 5A is not only the model speed equal to the initial speed of the target vehicle 5A, but also the model speed within the range defined from the initial speed of the target vehicle 5A and the initial speed of the target vehicle 5A. Including closest model speed, etc. The information processing unit 11 instructs the communication unit 13 to transmit the extracted provided information S2 to the target vehicle 5A (step S107).

[Support processing]
FIG. 8 is a flowchart showing a specific flow of the driving support process executed by the support processing unit 512 of the on-vehicle computer 50. Referring to FIG. 8, when provision information S2 is received from server device 2 and data indicating target point P near the current position is included in provision information S2 (YES in step S201), support processing unit 512 A correction value for correcting the set speed is calculated using the speed change information included in the provided information S2 (step S203).

  When the speed change information is acceleration data, the support processing unit 512 integrates the acceleration data to calculate a correction value of the speed. When the speed change information is jerk data, the support processing unit 512 integrates the jerk data twice to calculate a correction value of the speed.

  The support processing unit 512 corrects the set speed using the calculated correction value of the speed (step S205), and passes the corrected set speed to the driving support function. The driving support function calculates the driving support speed using the corrected set speed (step S207), and instructs the travel control unit 55 to travel at the speed (step S209).

[Effect of the First Embodiment]
In the system according to the first embodiment, when the target vehicle 5 in automatic driving reaches the target point P, the speed of the model speed obtained from the probe information from the vehicle in manual driving the target point P Provision information S2 including change information is provided from the server device 2. As a result, the on-vehicle computer 50 of the target vehicle 5 performs automatic driving such that the change in the vehicle speed of the target vehicle 5 is the same as the change in the speed of the vehicle during manual driving around.

  For example, when the target vehicle 5 reaches the target point P where the climbing slope starts as shown in the upper part of FIG. 3, the speed of the vehicle in manual operation in the section as shown in the lower part of FIG. The vehicle speed is controlled to be the change in the model speed calculated from. As a result, it is possible to suppress a sense of discomfort that the driver of the target vehicle 5 feels like the driver's own vehicle has accelerated as compared with a vehicle being driven manually around.

  In the server device 2, a model is calculated by calculating the speed change of the model speed by excluding the probe information of the vehicle determined to be abnormal traveling based on the probe information among the probe information of the vehicle manually driving the section. Speed changes in speed can be made closer to the actual speed change of the vehicle during manual driving. Therefore, the change in the speed of the target vehicle 5 can be brought close with high precision by the change in the speed of the surrounding vehicle during manual driving, and the sense of discomfort felt by the driver of the target vehicle 5 can be further suppressed.

  Further, in the server device 2, the target point P is detected with high accuracy by determining the target point P based on the probe information S1 from the vehicle in manual driving. As a result, it is possible to further suppress the sense of discomfort of the driver of the target vehicle 5.

  The change in speed of the vehicle during manual operation in the above section varies depending on the vehicle speed entering the target point P, as shown in the lower part of FIG. Therefore, the speed change of the model speed is calculated according to the initial speed, and the speed of the vehicle according to the initial speed is calculated by performing automatic driving using the provided information according to the initial speed of the vehicle under automatic driving. It can approach the speed change of the model speed. As a result, it is possible to further suppress the sense of discomfort of the driver of the target vehicle 5.

Second Embodiment
In the above description, the server device 2 side provides the provided information S2 including the speed change information of the model speed according to the initial speed of the target vehicle 5. Thereby, processing on the target vehicle 5 side can be facilitated.

  As another example, provided information S2 includes speed change information (for example, all of (A) to (C) in FIG. 5) of the model speed according to each of a plurality of initial speeds for the same target point P. The speed change information of the model speed according to the initial speed may be selected and used on the side. Thereby, processing on the server device 2 side can be facilitated.

Third Embodiment
The timing at which the server apparatus 2 provides the provided information S2 to the target vehicle 5, that is, the timing at which the information providing process ST4 is performed, is not limited to the timing at which the target vehicle 5 reaches the vicinity of the target point P.

  When the information indicating the route set by the navigation unit 57 is included in the probe information S1, the timing when the navigation unit 57 sets the route passing the target point P as the timing to provide the provided information S2 to the target vehicle 5, The timing when driving on the route was started, and the like. When the probe information S1 is received from the vehicle 5 under automatic driving, the server device 2 executes the information providing process ST4 and provides the provided information S2 for the target point P with the vehicle 5 as a target vehicle.

  Still another example is the timing when the target vehicle 5 reaches a position continuous to the target point P. For example, when the target point P is a point on a freeway, the position is the entrance of the freeway or the like. The server device 2 stores the position in advance and executes the information provision process ST4 when the current position included in the probe information S1 from the vehicle 5 under automatic driving is the above position, and sets the vehicle 5 as a target vehicle. Provision information S2 for the target point P is provided.

  By doing this, the provided information S2 is provided before the target vehicle 5 reaches the target point P. Therefore, even if wireless communication is not good near the target point P, correction of the set speed can be reliably performed.

  The disclosed features are realized by one or more modules. For example, the feature can be realized by a circuit element or other hardware module, a software module that defines a process for realizing the feature, or a combination of a hardware module and a software module.

  The program may be provided as a program that is a combination of one or more software modules for causing a computer to execute the above-described operations. Such a program is provided as a program product by recording it on a computer readable recording medium such as a flexible disk attached to a computer, a CD-ROM (Compact Disk-Read Only Memory), a ROM, a RAM and a memory card. It can also be done. Alternatively, the program can be provided by being recorded in a recording medium such as a hard disk built in the computer. Also, the program can be provided by downloading via a network.

  Note that the program according to the present disclosure is to call a necessary module among program modules provided as a part of an operating system (OS) of a computer in a predetermined arrangement at a predetermined timing to execute processing. It is also good. In that case, the program itself does not include the above module, and the processing is executed in cooperation with the OS. Programs not including such modules may also be included in the programs according to the present disclosure.

  Also, the program according to the present disclosure may be provided by being incorporated into a part of another program. Also in this case, the program itself does not include a module included in the other program, and the process is executed in cooperation with the other program. Programs incorporated into such other programs may also be included in the programs according to the present disclosure. The provided program product is installed and executed in a program storage unit such as a hard disk. The program product includes the program itself and a recording medium in which the program is recorded.

  It should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is indicated not by the above description but by the claims, and is intended to include all the modifications within the meaning and scope equivalent to the claims.

DESCRIPTION OF SYMBOLS 1 information processing system 2 server apparatus 3 public communication network 4 wireless base station 5 probe vehicle 5A automatically driven vehicle 5B manually operated vehicle 6 traffic information server 7 weather information server 10 server computer 11 information processing unit 12 storage unit 13 communication unit 14 computer program 15 internal bus 21 map database 22 probe database 23 traffic information database 24 weather information database 25 provision information base 31 first calculation unit 32 first correction unit 33 second calculation unit 34 second correction unit 41 first correction unit 42 second correction Unit 43 ACC controller unit 50 In-vehicle computer 51 Vehicle control unit 52 Storage unit 53 Internal bus 54 Communication unit 55 Travel control unit 56 Steering control unit 57 Navigation unit 58 First sensor 59 Second sensor 60 Wireless Communication unit 61 Wired communication unit 62 Antenna 511 Provision processing unit 512 Support processing unit 513 Correction unit 514 Driving support unit P Target point S1 Probe information S2 Provision information ST1 Probe information storage processing ST2 Target point judgment processing ST3 Generation processing ST4 Information provision processing ST11 Abnormal travel judgment processing ST12 accumulation processing

Claims (12)

A communication unit capable of communicating with the vehicle;
An information processing unit that executes information processing for providing information to a target vehicle capable of driving assistance control using the probe information received from the vehicle;
The information processing is
Generation processing for generating speed change information at a target point of a model speed obtained using a plurality of the probe information of a plurality of manually driven vehicles;
An information processing apparatus including providing processing for providing the target vehicle with the speed change information.   The information processing apparatus according to claim 1, wherein the generation processing uses a plurality of pieces of probe information excluding probe information determined to be abnormal traveling from the plurality of pieces of probe information to generate the speed change information. The target point is a point at which the speed change of the vehicle during manual driving is higher than other points,
The information processing apparatus according to claim 1, wherein the information processing includes processing of determining the target point based on a plurality of pieces of probe information of a plurality of manually driven vehicles.   The information processing apparatus according to any one of claims 1 to 3, wherein the speed change information includes at least one of an acceleration and a jerk of the model speed at the target point.   The said provision process provides the said speed change information of the said model speed according to the vehicle speed in the approach point to the said object point of the said object vehicle to the said object vehicle in any one of Claims 1-4. Information processor as described. An on-vehicle control device having a driving support unit that controls the traveling speed of the host vehicle,
A communication unit capable of communicating with the information processing apparatus;
A correction unit that executes a correction process for correcting the set speed at the target point of the vehicle used by the driving support unit using the speed change information at the target point received from the information processing apparatus; apparatus.   The speed change information according to claim 6, wherein the speed change information includes at least one of an acceleration and a jerk at a target point of a model speed obtained using a plurality of probe information of a plurality of manually driven vehicles. In-vehicle controller. An information processing system including an communicable information processing device and a plurality of vehicles, wherein
The plurality of vehicles include a target vehicle capable of driving assistance control, which is equipped with an on-vehicle control device having a driving assistance unit that controls the traveling speed of the vehicle.
The information processing apparatus generates speed change information at a target point of model speeds obtained using probe information received from a plurality of manually driven vehicles, and provides the target vehicle with the target speed change information.
The information processing system, wherein the in-vehicle control device of the target vehicle corrects a set speed at the target point of the target vehicle used by the driving support unit using the speed change information received from the information processing device. An information processing method in an information processing apparatus capable of communicating with a vehicle,
Generating velocity change information at a target point of a model velocity obtained using probe information received from a plurality of manually driven vehicles;
Providing the target vehicle capable of driving assistance control with the speed change information. The control method of the traveling speed in an on-vehicle control device having a driving support unit for controlling the traveling speed of the vehicle,
Receiving speed change information at a target point from the information processing apparatus;
Correcting the set speed at the target point of the vehicle used by the driving support unit using the speed change information. A computer program for causing a computer to function as an information processing apparatus that communicates with a vehicle,
The computer is caused to function as an information processing unit that executes information processing for providing information to a target vehicle capable of driving support control using probe information received from the vehicle,
The information processing is
Generation processing for generating speed change information at a target point of a model speed obtained using a plurality of the probe information of a plurality of manually driven vehicles;
Providing the target vehicle with the speed change information. A computer program for causing a computer to function as an on-vehicle control device having a driving support unit that controls the traveling speed of a vehicle.
A computer program that causes the computer to function as a correction unit that corrects a set speed at the target point of the vehicle used by the driving support unit using speed change information at the target point received from an information processing apparatus.

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