JP2021117038A - Driving support device and computer program - Google Patents

Abstract

To provide a driving support device and a computer program capable of identifying a most recommendable traffic lane movement mode using a cost added to lane network, while allowing an appropriate execution of a driving support.SOLUTION: A driving support device is configured to: obtain a travel schedule route on which a vehicle is to travel; construct lane network being network showing traffic lane movements selectable by the vehicle with regard to the travel schedule route, by using high accuracy map information 15 including a lane shape; set a start lane from which the vehicle starts the movement to the constructed lane network and a target lane to serve as a target of the movement of the vehicle; and further search a route connecting the start lane and the target lane, using a cost added to the lane network, and identify the searched route as a vehicle traffic lane movement mode recommendable at the movement of the vehicle.SELECTED DRAWING: Figure 8

Description

The present invention relates to a driving support device and a computer program that support driving of a vehicle.

In order to provide appropriate driving support when the road on which the vehicle travels consists of multiple lanes, it is preferable to specify in advance how the vehicle should move in the lane, that is, the recommended lane movement mode. It is important to keep it. For example, when a vehicle makes a left turn at the next intersection, it is necessary to drive the vehicle in the lane divided in the left turn direction before reaching the intersection, but it is necessary to change lanes immediately before the intersection or continuously. It is preferable to avoid changing lanes as much as possible. However, unless the recommended lane movement mode is specified in advance, it is not possible to determine the lane in which the vehicle should travel and the timing in which the vehicle should move in order to avoid such an event, and as a result, it is appropriate. Cannot provide driving assistance.

Therefore, as a means for specifying the recommended lane movement mode in advance, Japanese Patent Application Laid-Open No. 2018-87764 discloses a lane network for the guidance route, and a lane connecting the end of the lane network to the current position of the vehicle. A technique for setting a network as a guidance route for each lane has been proposed.

JP-A-2018-87764 (pages 6-8, FIG. 2)

Here, in the technique of Patent Document 1, when tracing the lane network from the end of the lane network (that is, the destination) to the current position of the vehicle, first, the direction of the current position of the vehicle from the lane network of the leftmost lane at the end. If the lane network is interrupted in the middle of the process, the lane is changed from the interrupted position to the position where the lane can be changed. I'm following. That is, the lane network that travels in the left lane as much as possible and is finally located in the leftmost lane is selected.

However, depending on the road, it is not always appropriate to drive in the left lane, and there may be cases where unfavorable lane movement is included in order to move to the left lane. Therefore, the technique of Patent Document 1 has a problem that the most recommended lane movement mode cannot be specified.

The present invention has been made to solve the above-mentioned conventional problems, and it is possible to specify the most recommended lane movement mode by using the cost added to the lane network when providing driving support for a vehicle. It is an object of the present invention to provide a driving support device and a computer program which are possible and enable proper implementation of driving support.

In order to achieve the above object, the driving support device according to the present invention uses the planned travel route acquisition means for acquiring the planned travel route on which the vehicle travels and the map information including the lane shape to the vehicle with respect to the planned travel route. In the lane network construction means for constructing a lane network which is a network indicating lane movement which can be selected by, a start lane setting means for setting a start lane at which a vehicle starts moving with respect to the lane network, and the lane network. On the other hand, the target lane setting means for setting the target lane on which the vehicle moves and the cost added to the lane network are used to search for a route connecting the start lane and the target lane, and the search is performed. It has a movement mode specifying means for specifying a route as a recommended vehicle lane movement mode when the vehicle moves.

Further, the computer program according to the present invention is a program that generates support information used for driving support performed in a vehicle. Specifically, the computer uses the planned travel route acquisition means for acquiring the planned travel route on which the vehicle travels and the map information including the lane shape to perform lane movement that the vehicle can select for the planned travel route. A lane network construction means for constructing a lane network, which is the network shown, a start lane setting means for setting a start lane at which the vehicle starts moving with respect to the lane network, and a target for the vehicle to move with respect to the lane network. A vehicle moves along the searched route while searching for a route connecting the start lane and the target lane using the target lane setting means for setting the target lane and the cost added to the lane network. It functions as a movement mode specifying means for specifying the vehicle as a recommended lane movement mode.

According to the driving support device and the computer program according to the present invention having the above-described configuration, the most recommended lane movement mode is appropriately specified by using the cost added to the lane network when providing driving support for the vehicle. It becomes possible. Then, by providing driving support based on the specified lane movement mode, it is possible to appropriately implement the driving support.

It is a schematic block diagram which showed the driving support system which concerns on this embodiment. It is a block diagram which showed the structure of the driving support system which concerns on this embodiment. It is a block diagram which showed the navigation device which concerns on this embodiment. It is a flowchart of the automatic driving support program which concerns on this embodiment. It is a figure which showed the area where high-precision map information is acquired. It is a flowchart of the sub-processing program of the static traveling track generation processing. It is a figure which showed an example of the planned travel route of a vehicle. It is a figure which showed an example of the lane network constructed for the planned traveling route shown in FIG. 7. It is a figure which showed an example of the lane flag which shows the correspondence relationship between the lane included in the road before passing the intersection and the lane included in the road after passing the intersection. It is a figure which showed the reference route and the candidate route. It is the figure which showed the relationship between the number of lane changes and the lane cost. It is a figure which showed the relationship between the traveling lane and the lane cost. It is the figure which showed the relationship between the position which changes a lane and the lane cost. It is a figure explaining the calculation method of the static traveling track in the traveling section with a lane change. It is a figure explaining the calculation method of the static traveling track in an intersection. It is a flowchart of the sub-processing program of the dynamic traveling track generation processing. It is a figure which showed an example of the avoidance track which is one of the dynamic running tracks. It is a figure which showed an example of the avoidance track which is one of the dynamic running tracks. It is a figure which showed an example of the following track which is one of the dynamic running tracks. It is a figure which showed an example of the following track which is one of the dynamic running tracks. It is a flowchart of the sub-processing program of the traveling track reflection processing.

Hereinafter, an embodiment in which the driving support device according to the present invention is embodied in the navigation device 1 will be described in detail with reference to the drawings. First, a schematic configuration of the driving support system 2 including the navigation device 1 according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram showing a driving support system 2 according to the present embodiment. FIG. 2 is a block diagram showing the configuration of the driving support system 2 according to the present embodiment.

As shown in FIG. 1, the driving support system 2 according to the present embodiment includes a server device 4 included in the information distribution center 3, a navigation device 1 mounted on the vehicle 5 and providing various support related to automatic driving of the vehicle 5. Basically has. Further, the server device 4 and the navigation device 1 are configured to be able to send and receive electronic data to and from each other via the communication network 6. Instead of the navigation device 1, a vehicle control device that controls other on-board units mounted on the vehicle 5 or the vehicle 5 may be used.

Here, in addition to the manual driving driving in which the vehicle 5 travels based on the driving operation of the user, the vehicle automatically travels along a preset route or road regardless of the driving operation of the user. The vehicle will be capable of supporting driving with support.

In addition, autonomous driving support may be provided for all road sections, or vehicles travel on specific road sections (for example, highways with gates (manned, unmanned, toll-free) at the boundaries). It may be configured to be performed only during the period. In the following explanation, the automatic driving section where the automatic driving support of the vehicle is provided includes the parking lot in addition to all the road sections including general roads and highways, and the running is finished after the vehicle starts running. It will be explained that automatic driving support is basically provided in the meantime. However, when the vehicle travels in the automatic driving section, the automatic driving support is not always provided, but the user selects to provide the automatic driving support (for example, the automatic driving start button is turned on), and the automatic driving support is provided. It is desirable to carry out only in the situation where it is judged that it is possible to drive by. On the other hand, the vehicle 5 may be a vehicle capable of only assisted driving by automatic driving support.

Then, in the vehicle control in the automatic driving support, for example, the current position of the vehicle, the lane in which the vehicle travels, and the positions of obstacles in the vicinity are detected at any time, and the vehicle follows the traveling track generated by the navigation device 1 as described later. , Vehicle control such as steering, drive source, and brake is automatically performed so that the vehicle travels at a speed according to the similarly generated speed plan. In the assisted driving by the automatic driving support of the present embodiment, the vehicle is driven by controlling the vehicle by the above-mentioned automatic driving support even for lane change and right / left turn, but automatic driving is performed for special driving such as lane change and right / left turn. It may be configured to be manually operated without traveling with assistance.

On the other hand, the navigation device 1 is mounted on the vehicle 5 and displays a map around the position of the own vehicle based on the map data possessed by the navigation device 1 or the map data acquired from the outside, or displays the current position of the vehicle on the map image. It is an in-vehicle device that displays and provides movement guidance along a set guidance route. In the present embodiment, various support information related to the automatic driving support is generated, especially when the vehicle performs the support driving by the automatic driving support. The support information includes, for example, a traveling track on which the vehicle is recommended to travel (including a recommended lane movement mode), a speed plan indicating the vehicle speed when traveling, and the like. The details of the navigation device 1 will be described later.

Further, the server device 4 executes the route search in response to the request of the navigation device 1. Specifically, when a destination is set in the navigation device 1 or when a route is re-searched (rerouted), it is necessary to search for a route such as a departure point or a destination from the navigation device 1 to the server device 4. The information is transmitted together with the route search request (however, in the case of re-search, it is not always necessary to transmit the information about the destination). Then, the server device 4 that has received the route search request performs a route search using the map information possessed by the server device 4, and identifies a recommended route from the departure point to the destination. After that, the specified recommended route is transmitted to the requesting navigation device 1. Then, the navigation device 1 provides the user with information on the received recommended route, sets the recommended route as the guide route, and generates various support information on the automatic driving support according to the guide route. As a result, even if the map information possessed by the navigation device 1 at the time of route search is an old version of the map information or the navigation device 1 does not have the map information itself, the latest version of the map possessed by the server device 4 It is possible to provide a recommended route to an appropriate destination based on the information.

Further, the server device 4 has high-precision map information, which is more accurate map information, in addition to the normal map information used for the route search. High-precision map information relates to, for example, road lane shapes (road shape and curvature in lane units, lane width, etc.) and lane markings (lane center line, lane boundary line, lane outside line, guide line, etc.) drawn on the road. Contains information. In addition, information on intersections, information on parking lots, etc. are also included. Then, the server device 4 distributes high-precision map information in response to a request from the navigation device 1, and the navigation device 1 uses the high-precision map information delivered from the server device 4 to perform various types of automatic driving support as described later. Generate support information. The high-precision map information is basically map information targeting only the road (link) and its surroundings, but may be map information including areas other than the road periphery.

However, the above-mentioned route search process does not necessarily have to be performed by the server device 4, and the navigation device 1 may perform the route search process as long as it has the map information. Further, the high-precision map information may not be distributed from the server device 4 but may be possessed by the navigation device 1 in advance.

In addition, the communication network 6 includes a large number of base stations located all over the country and a communication company that manages and controls each base station, and the base stations and communication companies are connected to each other by wire (optical fiber, ISDN, etc.) or wirelessly. It is configured by connecting. Here, the base station has a transceiver (transmitter / receiver) and an antenna for communicating with the navigation device 1. Then, while the base station performs wireless communication between the communication companies, it becomes the terminal of the communication network 6 and relays the communication of the navigation device 1 within the range (cell) of the radio wave of the base station to the server device 4. Has a role to play.

Subsequently, the configuration of the server device 4 in the driving support system 2 will be described in more detail with reference to FIG. As shown in FIG. 2, the server device 4 includes a server control ECU 11, a server-side map DB 12 as information recording means connected to the server control ECU 11, a high-precision map DB 13, and a server-side communication device 14.

The server control ECU 11 (electronic control unit) is an electronic control unit that controls the entire server device 4, and is used as a computing device, a CPU 21 as a control device, and a working memory when the CPU 21 performs various arithmetic processes. It is provided with an internal storage device such as a RAM 22, a ROM 23 in which a control program or the like is recorded, and a flash memory 24 for storing a program read from the ROM 23. The server control ECU 11 has various means as a processing algorithm together with the ECU of the navigation device 1 described later.

On the other hand, the server-side map DB 12 is a storage means for storing server-side map information, which is the latest version of map information registered based on external input data and input operations. Here, the server-side map information is composed of various information necessary for route search, route guidance, and map display, including the road network. For example, network data including nodes and links indicating the road network, link data related to roads (links), node data related to node points, intersection data related to each intersection, point data related to points such as facilities, and map display for displaying a map. It consists of data, search data for searching a route, search data for searching a point, and the like.

Further, the high-precision map DB 13 is a storage means for storing high-precision map information 15, which is map information with higher accuracy than the server-side map information. The high-precision map information 15 is map information that stores more detailed information about a road, a parking lot, etc. on which a vehicle travels. In this embodiment, for example, a road lane shape (road shape or curvature in lane units, Information on lane width, etc.) and lane markings drawn on the road (lane center line, lane boundary line, lane outside line, guide line, etc.) is included. Further, as the high-precision map DB13, the width of the road to which the link belongs, the width of the road, the cant, the bank, the condition of the road surface, and the shape of the link between the nodes (for example, in the case of a curved road, the curve) is used as the high-precision map DB13. Shape complementary point data for specifying shape), merging section, road structure, number of lanes on the road, places where the number of lanes decreases, places where the width narrows, crossings, etc. , T-shaped roads, corner entrances and exits, etc., regarding road attributes, downhill roads, uphill roads, etc., regarding road types, general roads such as national roads, prefectural roads, narrow streets, and high-speed vehicles Data representing toll roads such as national roads, urban highways, motorways, general toll roads, and toll bridges are recorded. In particular, in the present embodiment, in addition to the number of lanes on the road, the traffic division in the direction of travel for each lane and the connection of roads (specifically, the lane included in the road before the intersection and the road after the intersection are passed). Information that identifies the correspondence with the included lanes) is also stored. Furthermore, the speed limit set on the road is also remembered. Further, the high-precision map information is basically map information targeting only the road (link) and its surroundings, but may be map information including areas other than the road periphery. Further, in the example shown in FIG. 2, the server-side map information stored in the server-side map DB 12 and the high-precision map information 15 are different map information, but the high-precision map information 15 can be used as a part of the server-side map information. good.

On the other hand, the server-side communication device 14 is a communication device for communicating with the navigation device 1 of each vehicle 5 via the communication network 6. In addition to the navigation device 1, traffic consisting of traffic congestion information, regulatory information, traffic accident information, and other information transmitted from the Internet network, traffic information center, for example, VICS (registered trademark: Vehicle Information and Communication System) center, etc. It is also possible to receive information.

Next, the schematic configuration of the navigation device 1 mounted on the vehicle 5 will be described with reference to FIG. FIG. 3 is a block diagram showing the navigation device 1 according to the present embodiment.

As shown in FIG. 3, the navigation device 1 according to the present embodiment includes a current position detection unit 31 that detects the current position of the vehicle on which the navigation device 1 is mounted, a data recording unit 32 in which various data are recorded, and a data recording unit 32. A navigation ECU 33 that performs various arithmetic processes based on the input information, an operation unit 34 that receives operations from the user, and a guide route (vehicle) set for the user by a map around the vehicle or the navigation device 1. A liquid crystal display 35 that displays information about the planned travel route), a speaker 36 that outputs voice guidance regarding route guidance, a DVD drive 37 that reads a DVD as a storage medium, and an information center such as a probe center or a VICS center. It has a communication module 38 that communicates between the two. Further, the navigation device 1 is connected to an external camera 39 and various sensors installed for the vehicle on which the navigation device 1 is mounted via an in-vehicle network such as CAN. Further, it is also connected to a vehicle control ECU 40 that performs various controls on the vehicle on which the navigation device 1 is mounted so as to be capable of bidirectional communication.

Hereinafter, each component of the navigation device 1 will be described in order.
The current position detection unit 31 includes a GPS 41, a vehicle speed sensor 42, a steering sensor 43, a gyro sensor 44, and the like, and can detect the current position, direction, vehicle running speed, current time, and the like of the vehicle. .. Here, in particular, the vehicle speed sensor 42 is a sensor for detecting the moving distance and the vehicle speed of the vehicle, generates a pulse according to the rotation of the drive wheel of the vehicle, and outputs the pulse signal to the navigation ECU 33. Then, the navigation ECU 33 calculates the rotation speed and the moving distance of the drive wheels by counting the generated pulses. It is not necessary for the navigation device 1 to include all of the above four types of sensors, and the navigation device 1 may include only one or a plurality of of these sensors.

Further, the data recording unit 32 reads a hard disk (not shown) as an external storage device and a recording medium, a map information DB 45 and a cache 46 recorded on the hard disk, a predetermined program, and the like, and writes predetermined data to the hard disk. It is equipped with a recording head (not shown), which is a driver for this purpose. The data recording unit 32 may have a flash memory, a memory card, or an optical disk such as a CD or DVD instead of the hard disk. Further, in the present embodiment, since the server device 4 searches for the route to the destination as described above, the map information DB 45 may be omitted.

Here, the map information DB 45 is, for example, link data related to a road (link), node data related to a node point, search data used for processing related to route search or change, facility data related to a facility, and a map for displaying a map. It is a storage means that stores display data, intersection data for each intersection, search data for searching a point, and the like.

On the other hand, the cache 46 is a storage means for storing the high-precision map information 15 delivered from the server device 4 in the past. The storage period can be appropriately set, but may be, for example, a predetermined period (for example, one month) after being stored, or until the ACC power supply (accessory power supply) of the vehicle is turned off. Further, after the amount of data stored in the cache 46 reaches the upper limit, the oldest data may be deleted in order. Then, the navigation ECU 33 uses the high-precision map information 15 stored in the cache 46 to generate various support information related to the automatic driving support. Details will be described later.

On the other hand, the navigation ECU (electronic control unit) 33 is an electronic control unit that controls the entire navigation device 1, and is a computing device, a CPU 51 as a control device, and a working memory when the CPU 51 performs various arithmetic processes. In addition to being used as a RAM 52 for storing route data when a route is searched, a control program, and a ROM 53 and ROM 53 in which an automatic operation support program (see FIG. 4) described later is recorded are read. It is provided with an internal storage device such as a flash memory 54 for storing the program. The navigation ECU 33 has various means as a processing algorithm. For example, the planned travel route acquisition means acquires the planned travel route on which the vehicle travels. The lane network construction means constructs a lane network, which is a network showing lane movements that a vehicle can select with respect to a planned travel route, using map information including a lane shape. The start lane setting means sets the start lane at which the vehicle starts moving with respect to the lane network. The target lane setting means sets a target lane as a target for the vehicle to move with respect to the lane network. The movement mode specifying means searches for a route connecting the start lane and the target lane using the cost added to the lane network, and the vehicle lane movement mode recommended when the vehicle moves on the searched route. Identify as.

The operation unit 34 is operated when inputting a starting point as a traveling start point and a destination as a traveling end point, and has a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 33 controls to execute various corresponding operations based on the switch signals output by pressing each switch or the like. The operation unit 34 may have a touch panel provided on the front surface of the liquid crystal display 35. It may also have a microphone and a voice recognition device.

In addition, the liquid crystal display 35 has a map image including roads, traffic information, operation guidance, operation menus, key guidance, guidance information along the guidance route (scheduled travel route), news, weather forecast, time, mail, and television. Programs etc. are displayed. A HUD or HMD may be used instead of the liquid crystal display 35.

Further, the speaker 36 outputs voice guidance for guiding the traveling along the guidance route (scheduled traveling route) and traffic information guidance based on the instruction from the navigation ECU 33.

The DVD drive 37 is a drive capable of reading data recorded on a recording medium such as a DVD or a CD. Then, based on the read data, music and video are reproduced, the map information DB 45 is updated, and the like. A card slot for reading and writing a memory card may be provided instead of the DVD drive 37.

Further, the communication module 38 is a communication device for receiving traffic information, probe information, weather information, etc. transmitted from a traffic information center, for example, a VICS center, a probe center, etc., and corresponds to, for example, a mobile phone or a DCM. .. It also includes a vehicle-to-vehicle communication device that communicates between vehicles and a road-to-vehicle communication device that communicates with a roadside unit. It is also used to send and receive route information and high-precision map information 15 searched by the server device 4 to and from the server device 4.

Further, the vehicle exterior camera 39 is composed of a camera using a solid-state image sensor such as a CCD, and is mounted above the front bumper of the vehicle and is installed with the optical axis direction directed downward by a predetermined angle from the horizontal. Then, the outside camera 39 captures an image of the front in the traveling direction of the vehicle when the vehicle travels in the automatic driving section. Further, the navigation ECU 33 detects obstacles such as lane markings drawn on the road on which the vehicle travels and other vehicles in the vicinity by performing image processing on the captured image, and automatically based on the detection result. Generate various support information related to driving support. For example, when an obstacle is detected, a new traveling track that avoids or follows the obstacle is generated. The external camera 39 may be arranged so as to be arranged in the rear or sideways in addition to the front of the vehicle. Further, as a means for detecting an obstacle, a sensor such as a millimeter wave radar or a laser sensor, vehicle-to-vehicle communication, or road-to-vehicle communication may be used instead of the camera.

Further, the vehicle control ECU 40 is an electronic control unit that controls the vehicle on which the navigation device 1 is mounted. Further, the vehicle control ECU 40 is connected to each drive unit of the vehicle such as steering, brake, and accelerator. In the present embodiment, the vehicle is controlled by controlling each drive unit particularly after the automatic driving support is started in the vehicle. Implement automatic driving support. In addition, when an override is performed by the user during automatic driving support, it is detected that the override has been performed.

Here, the navigation ECU 33 transmits various support information related to the automatic driving support generated by the navigation device 1 to the vehicle control ECU 40 via the CAN after the start of traveling. Then, the vehicle control ECU 40 uses the received various support information to provide automatic driving support after the start of traveling. The support information includes, for example, a traveling track on which the vehicle is recommended to travel, a speed plan indicating the vehicle speed at the time of traveling, and the like.

Subsequently, an automatic driving support program executed by the CPU 51 in the navigation device 1 according to the present embodiment having the above configuration will be described with reference to FIG. FIG. 4 is a flowchart of the automatic driving support program according to the present embodiment. Here, the automatic driving support program is executed when the vehicle starts running by the automatic driving support after the ACC power supply (accessory power supply) of the vehicle is turned on, and the support generated by the navigation device 1 is executed. It is a program that implements support driving by automatic driving support according to the information. Further, the programs shown in the flowcharts of FIGS. 4, 6, 16 and 21 below are stored in the RAM 52 and ROM 53 included in the navigation device 1 and executed by the CPU 51.

First, in the automatic driving support program, in step 1 (hereinafter, abbreviated as S) 1, the CPU 51 acquires a route (hereinafter, referred to as a planned travel route) on which the vehicle is scheduled to travel in the future. When the guidance route is set in the navigation device 1, the planned travel route of the vehicle travels along the route from the current position of the vehicle to the destination among the guidance routes currently set in the navigation device 1. Use the planned route. On the other hand, when the guidance route is not set in the navigation device 1, the route traveling along the road from the current position of the vehicle may be set as the planned traveling route.

Further, the guide route is a recommended route from the departure point to the destination set by the navigation device 1, and is particularly searched by the server device 4 in the present embodiment. When searching for a recommended route, the CPU 51 first transmits a route search request to the server device 4. The route search request includes a terminal ID that identifies the navigation device 1 that is the source of the route search request, and information that identifies the departure place (for example, the current position of the vehicle) and the destination. It should be noted that the information for specifying the destination is not always necessary at the time of re-search. After that, the CPU 51 receives the search route information transmitted from the server device 4 in response to the route search request. The search route information is information that identifies a recommended route (center route) from the departure point to the destination searched by the server device 4 using the latest version of the map information based on the transmitted route search request (for example, the recommended route). Link string included). For example, it is searched using a known Dijkstra method. Then, the CPU 51 sets the received recommended route as the guide route of the navigation device 1.

Next, in S2, the CPU 51 acquires high-precision map information 15 for a section within a predetermined distance along the planned travel route acquired in S1 from the current position of the vehicle. For example, the high-precision map information 15 is acquired for the planned travel route included in the secondary mesh in which the vehicle is currently located. However, the target area for acquiring the high-precision map information 15 can be changed as appropriate. For example, even if the high-precision map information 15 for an area within 3 km along the planned travel route from the current position of the vehicle is acquired. good. Further, the high-precision map information 15 may be acquired for the entire planned travel route.

Here, the high-precision map information 15 is divided into rectangular shapes (for example, 500 m × 1 km) as shown in FIG. 5, and is stored in the high-precision map DB 13 of the server device 4. Therefore, for example, when the planned travel route 61 is acquired as shown in FIG. 5, high-precision map information is provided for the areas 62 to 64 including the planned travel route 61 in the secondary mesh including the current position of the vehicle. 15 is acquired. The high-precision map information 15 includes, for example, information on the lane shape of the road and the lane markings (road center line, lane boundary line, road outside line, guide line, etc.) drawn on the road. In addition, information on intersections, information on parking lots, etc. are also included.

Further, the high-precision map information 15 is basically acquired from the server device 4, but if the high-precision map information 15 of the area already stored in the cache 46 exists, it is acquired from the cache 46. Further, the high-precision map information 15 acquired from the server device 4 is temporarily stored in the cache 46.

After that, in S3, the CPU 51 executes a static traveling track generation process (FIG. 6) described later. Here, in the static travel track generation process, the vehicle is recommended to travel on the road included in the planned travel route based on the planned travel route of the vehicle and the high-precision map information 15 acquired in S2. It is a process of generating a static traveling track which is a track. As will be described later, the static traveling track targets a section from the current position of the vehicle to a predetermined distance ahead along the traveling direction (for example, within the secondary mesh where the vehicle is currently located or the entire section to the destination). Will be generated. Although the predetermined distance can be changed as appropriate, the static traveling track covers at least an area outside the range (detection range) in which the road condition around the vehicle can be detected by the camera 39 outside the vehicle or other sensors. To generate.

Next, in S4, the CPU 51 generates a speed plan of the vehicle when traveling on the static traveling track generated in S3, based on the high-precision map information 15 acquired in S2. For example, the recommended running speed of a vehicle when traveling on a static running track is calculated in consideration of speed limit information and speed change points (for example, intersections, curves, railroad crossings, pedestrian crossings, etc.) on the planned running route. do.

Then, the speed plan generated in S4 is stored in the flash memory 54 or the like as support information used for automatic driving support. Further, the acceleration plan indicating the acceleration / deceleration of the vehicle necessary for realizing the speed plan generated in S4 may also be generated as support information used for automatic driving support.

Subsequently, in S5, the CPU 51 performs image processing on the captured image captured by the external camera 39, so that there is a factor that affects the traveling of the own vehicle as the surrounding road conditions, particularly in the vicinity of the own vehicle. Determine whether or not to do so. Here, the "factor that affects the running of the own vehicle" to be determined in S5 is a dynamic factor that changes in real time, and a static factor that is based on the road structure is excluded. For example, other vehicles traveling or parking in front of the own vehicle in the traveling direction, pedestrians located in front of the own vehicle in the traveling direction, construction sections in front of the own vehicle in the traveling direction, and the like are applicable. On the other hand, intersections, curves, railroad crossings, merging sections, lane reduction sections, etc. are excluded. In addition, even if there are other vehicles, pedestrians, and construction sections, if they do not overlap with the future travel track of the own vehicle (for example, they are located away from the future travel track of the own vehicle). Case) is excluded from "factors that affect the running of the own vehicle". Further, as a means for detecting a factor that may affect the traveling of the vehicle, a sensor such as a millimeter wave radar or a laser sensor, a vehicle-to-vehicle communication, or a road-to-vehicle communication may be used instead of the camera.

Then, when it is determined that there is a factor affecting the running of the own vehicle around the own vehicle (S5: YES), the process proceeds to S6. On the other hand, when it is determined that there is no factor affecting the running of the own vehicle around the own vehicle (S5: NO), the process proceeds to S9.

In S6, the CPU 51 executes a dynamic traveling track generation process (FIG. 16) described later. Here, the dynamic traveling track generation process is a new trajectory for returning to the static traveling track by avoiding or following the "factor that affects the traveling of the own vehicle" detected in S5 from the current position of the vehicle. Is generated as a dynamic traveling track. The dynamic traveling track is generated for a section including "factors that affect the traveling of the own vehicle" as described later. In addition, the length of the section changes depending on the content of the factor. For example, if the "factor that affects the running of the own vehicle" is another vehicle (front vehicle) traveling in front of the vehicle, as an example, change lanes to the right and overtake the vehicle in front, and then lane to the left. The track from the change to the original lane is generated as a dynamic running track. Since the dynamic traveling track is generated based on the road conditions around the vehicle acquired by the external camera 39 and other sensors, the target area where the dynamic traveling track is generated is at least the external camera 39 and the vehicle. It is within the range (detection range) where the road conditions around the vehicle can be detected by other sensors.

Subsequently, in S7, the CPU 51 executes a traveling track reflection process (FIG. 21) described later. Here, the traveling track reflection process is a process of reflecting the dynamic traveling track newly generated in S6 on the static traveling track generated in S3. Specifically, from the current position of the vehicle to the end of the section including "factors that affect the running of the own vehicle", the costs of the static running track and at least one or more dynamic running tracks are calculated. Select the traveling track that minimizes the cost. As a result, a part of the static traveling track will be replaced with the dynamic traveling track as needed. Depending on the situation, the dynamic traveling track may not be replaced, that is, the static traveling track generated in S3 may not be changed even if the dynamic traveling track is reflected. Further, when the dynamic traveling track and the static traveling track are the same track, the static traveling track generated in S3 may not be changed even if the replacement is performed.

Next, in S8, the CPU 51 calculates the speed plan of the vehicle generated in S4 based on the content of the reflected dynamic travel track for the static travel track after the dynamic travel track is reflected in S7. Fix it. As a result of reflecting the dynamic traveling track, if the static traveling track generated in S3 does not change, the processing of S8 may be omitted.

Subsequently, in S9, the CPU 51 uses the static traveling track generated in S3 (or the trajectory after reflection if the dynamic traveling trajectory is reflected in S7) in the speed plan generated in S4. (If the speed plan is modified in S8, the modified plan) is calculated to control the amount of control for the vehicle to travel at a speed according to the modification. Specifically, the control amounts of the accelerator, brake, gear, and steering are calculated respectively. The processing of S9 and S10 may be performed by the vehicle control ECU 40 that controls the vehicle instead of the navigation device 1.

After that, in S10, the CPU 51 reflects the control amount calculated in S9. Specifically, the calculated control amount is transmitted to the vehicle control ECU 40 via the CAN. The vehicle control ECU 40 controls each vehicle of the accelerator, brake, gear, and steering based on the received control amount. As a result, the static traveling track generated in S3 (orbit after reflection when the dynamic traveling trajectory is reflected in S7) is converted into the speed plan generated in S4 (speed in S8). If the plan has been revised, it is possible to control the running support to travel at a speed according to the revised plan).

Next, in S11, the CPU 51 determines whether or not the vehicle has traveled a certain distance after the static traveling track is generated in S3. For example, the fixed distance is 1 km.

Then, when it is determined that the vehicle has traveled a certain distance after the static traveling track is generated in S3 (S11: YES), the process returns to S1. After that, the static traveling track is generated again for the section within a predetermined distance along the planned traveling route from the current position of the vehicle (S1 to S4). In the present embodiment, every time the vehicle travels a certain distance (for example, 1 km), the static travel track is repeatedly generated for a section within a predetermined distance along the planned travel route from the current position of the vehicle. However, if the distance to the destination is short, the static travel track to the destination may be generated at the same time at the start of travel.

On the other hand, when it is determined that the vehicle has not traveled a certain distance since the static traveling track was generated in S3 (S11: NO), whether or not to end the support traveling by the automatic driving support is determined. Judgment (S12). When the support driving by the automatic driving support is ended, the automatic driving support is performed by the user operating the operation panel provided on the vehicle, steering wheel operation, braking operation, etc., except when arriving at the destination. There are cases where the vehicle is intentionally canceled (overridden).

Then, when it is determined that the support driving by the automatic driving support is terminated (S12: YES), the automatic driving support program is terminated. On the other hand, when it is determined that the support running by the automatic driving support is continued (S12: NO), the process returns to S5.

Next, the sub-processing of the static traveling track generation processing executed in S3 will be described with reference to FIG. FIG. 6 is a flowchart of a sub-processing program for static traveling track generation processing.

First, in S21, the CPU 51 acquires the current position of the vehicle detected by the current position detection unit 31. It is desirable to specify the current position of the vehicle in detail by using, for example, high-precision GPS information or high-precision location technology. Here, the high-precision location technology detects white lines and road surface paint information captured from a camera installed in a vehicle by image recognition, and further collates the detected white lines and road surface paint information with, for example, high-precision map information 15. This is a technology that makes it possible to detect a traveling lane and a highly accurate vehicle position. Further, when the vehicle travels on a road composed of a plurality of lanes, the lane in which the vehicle travels is also specified.

Next, in S22, the CPU 51 sets a section (for example, in the secondary mesh including the current position of the vehicle) in which a static traveling track ahead in the traveling direction of the vehicle is generated based on the high-precision map information 15 acquired in S2. As a target, lane shape, lane marking information, information on intersections, etc. are acquired. The lane shape and lane marking information acquired in S22 include the number of lanes, where and how the number of lanes increases or decreases when the number of lanes increases or decreases, the traffic division in the traveling direction for each lane, and the road. Includes connections (specifically, the correspondence between the lanes included in the road before the intersection and the lanes included in the road after the intersection), information that identifies the guide line (white guide line) in the intersection, etc. ..

Subsequently, in S23, the CPU 51 constructs a lane network for a section that generates a static traveling track ahead of the vehicle in the traveling direction based on the lane shape and the lane marking information acquired in S22. Here, the lane network is a network showing lane movements that the vehicle can select.

Here, as an example of constructing the lane network in S23, for example, a case where the vehicle travels on the planned travel route shown in FIG. 7 will be described as an example. The planned travel route shown in FIG. 7 is a route that goes straight from the current position of the vehicle, then turns right at the next intersection 71, then turns right at the next intersection 72, and then turns left at the next intersection 73. In the planned travel route shown in FIG. 7, for example, when turning right at an intersection 71, it is possible to enter the right lane, or it is possible to enter the left lane. However, since it is necessary to turn right at the next intersection 72, it is necessary to move to the rightmost lane at the time of approaching the intersection 72. Also, when turning right at an intersection 72, it is possible to enter the right lane or the left lane. However, since it is necessary to turn left at the next intersection 73, it is necessary to move to the leftmost lane at the time of approaching the intersection 73. FIG. 8 shows a lane network constructed for a section in which such lane movement is possible.

As shown in FIG. 8, the lane network divides a section for generating a static traveling track ahead of the vehicle in the traveling direction into a plurality of sections (groups). Specifically, the entry position of the intersection, the exit position of the intersection, and the position where the lane increases or decreases are classified as boundaries. Then, a node point (hereinafter referred to as a lane node) 75 is set for each lane located at the boundary of each of the divided sections. Further, a link (hereinafter referred to as a lane link) 76 connecting the lane nodes 75 is set.

Further, in the above lane network, in particular, by connecting the lane node and the lane link at the intersection, the correspondence between the lane included in the road before the intersection and the lane included in the road after the intersection, that is, the intersection It contains information that identifies the lanes that can be moved after passing an intersection with respect to the lane before passing. Specifically, among the lane node set on the road before the intersection and the lane node set on the road after the intersection, the vehicle moves between the lanes corresponding to the lane node connected by the lane link. Indicates that it can be moved.

In order to generate such a lane network, the high-precision map information 15 has a lane flag indicating the correspondence between lanes for each combination of roads entering and exiting the intersection for each road connected to the intersection. It is set and stored. For example, FIG. 9 shows a lane flag for entering an intersection from a road on the right side and exiting to an upper road, and a lane flag for entering an intersection from a road on the right side and exiting to a road on the left side. Shows the lane flag when entering an intersection from the road on the right and exiting to the road below. Then, among the lanes included in the road before passing the intersection, the lane flag is set to "1" and among the lanes included in the road after passing the intersection, the lane flag is set to "1". It indicates that the lane corresponds to the lane, that is, the lane can be moved before and after passing the intersection. When constructing the lane network in S23, the CPU 51 refers to the lane flag to form a connection between the lane node and the lane link at the intersection.

Next, in S24, the CPU 51 sets a start lane at which the vehicle starts moving with respect to the lane node located at the start point of the lane network with respect to the lane network constructed in S23, and positions the lane network at the end point of the lane network. Set the target lane that is the target for the vehicle to move with respect to the lane node to be used. When the starting point of the lane network is a road with a plurality of lanes on each side, the lane node corresponding to the lane in which the vehicle is currently located becomes the starting lane. On the other hand, when the end point of the lane network is a road with multiple lanes on each side, the lane node corresponding to the leftmost lane (in the case of left-hand traffic) is the target lane.

After that, in S25, the CPU 51 refers to the lane network constructed in S23, searches for a route that continuously connects the start lane to the target lane, and derives one route (hereinafter, referred to as a reference route). For example, the Dijkstra method is used to search for a route from the target lane side. However, if it is possible to search for a route that continuously connects the start lane to the target lane, a search means other than the Dijkstra method may be used. The reference route derived in S25 does not necessarily have to be the optimum route, and may be any route that continuously connects the start lane to the target lane.

Subsequently, in S26, the CPU 51 derives another route (hereinafter, referred to as a candidate route) that continuously connects the start lane to the target lane based on the reference route specified in S25. For example, it is generated by following the reference route from the start lane side and branching a new route different from the reference route when reaching a section where the lane can be changed or an intersection to be turned left or right. As a result, as shown in FIG. 10, one reference route and one or more candidate routes are generated.

After that, in S27, the CPU 51 calculates the total lane cost for each route for the reference route and the candidate route generated in S25 and S26 in consideration of the correction according to the conditions described later. If the routes generated in S25 and S26 are routes that never change lanes, the correction in the processing of S27 may be omitted. Then, the total value of the lane costs for each route is compared, and the route that minimizes the total value of the lane costs is specified as the recommended lane movement mode of the vehicle when the vehicle moves. Here, the lane cost is given for each lane link 76, and in S27, the total value of the lane costs of all the lane links 76 included in each route is calculated and compared. Further, the lane cost given to each lane link 76 is based on the length of each lane link 76 as a reference value. Then, the reference value is corrected under the following conditions (1) to (3). The lane links 76 in the same section (group) are basically regarded as having the same length. Further, the length of the lane link 76 in the intersection is regarded as 0 or a fixed value.

(1) The lane cost is multiplied by the lane change coefficient α according to the number of lane changes required for the reference value. Here, as shown in FIG. 11, the lane change coefficient becomes a larger value as the lane link 76 requires more lane changes. For example, since the lane link 76 moving from the lane 81 to the lane 82 requires one lane change, 1.2 is multiplied by the reference value as the lane change coefficient α. Further, since the lane link 76 moving from the lane 81 to the lane 83 requires two consecutive lane changes, a larger 1.5 as the lane change coefficient α is multiplied by the reference value. On the other hand, the lane link 76 that maintains the lane 81 does not need to change lanes, so the lane change coefficient α is not multiplied. As a result, the larger the number of lane changes, the larger the total lane cost is calculated, making it difficult to select the recommended lane movement mode. Also, for routes where multiple lane changes are made in the same section (that is, lane changes are made continuously), the total lane cost is calculated, which is larger than the route where lane changes are not made continuously, so it is recommended. It becomes difficult to be selected as the lane movement mode to be performed.

(2) For the lane cost of a lane link that travels in the overtaking lane (for example, the rightmost lane when driving on the left side) without changing lanes, a predetermined value is added to the reference value. For example, as shown in FIG. 12, the lane link 76 traveling in the lane 83, which is the overtaking lane, is added with "5" to the reference value. As a result, the longer the route traveled in the overtaking lane, the larger the total lane cost is calculated, which makes it difficult to select the recommended lane movement mode.

(3) For the reference route and the candidate route including the section (group) where the lane is changed, a plurality of patterns of candidates for the position where the lane is changed are generated, and the total lane cost is calculated for each of the plurality of patterns. Specifically, referring to the position where the lane is changed for each pattern, (A) when the mileage of the overtaking lane before or after the lane change is longer than the threshold value, (B) when performing multiple lane changes. Either when the lane change interval is shorter than the threshold (that is, lane changes are performed continuously), and (C) when the lane change is performed within a predetermined distance (for example, 700 m on a general road or 2 km on a highway) in front of the intersection. For the pattern corresponding to, a predetermined value is further added to the reference value for the lane cost of the lane link for changing lanes. For example, as shown in FIG. 13, "5" is added to the reference value for the pattern of moving from the lane 81 to the lane 82 between a predetermined distance before the intersection and the intersection. Then, in S27, the total value of the lane costs for each route (further for each pattern for a route including a plurality of lane movement patterns) is compared, and the vehicle moves on the route and pattern that minimizes the total lane cost value. By specifying the vehicle as the recommended lane movement mode, in addition to the section recommended for changing lanes, the recommended position for changing lanes within the section is also specified. It will be. It should be noted that lane movement patterns in which lane changes are continuously performed, lane movement patterns in which a long distance travels in the overtaking lane before or after the lane change, and lane changes are performed from a predetermined distance before or after the intersection to the intersection. For the lane movement pattern, the total value of the lane cost larger than the pattern in which such a lane change is not performed is calculated, so that it is difficult to select the recommended lane movement mode.

Further, under the condition of (3) above, the same processing is performed especially when the reference route and the candidate route include a section (group) in which the lane is changed a plurality of times. For example, in FIG. 14, a reference route and a candidate route including a section (group) in which the lane is changed twice from the leftmost lane will be described as an example. In the example shown in FIG. 14, as the position for changing lanes, the first pattern in which the vehicle continues to drive in the current lane as much as possible and changes lanes twice in the vicinity of the intersection and the position up to the intersection are omitted. A second pattern in which the lane is changed twice at equal intervals and a third pattern in which the lane is changed at the earliest possible timing can be considered as candidates. Here, in the first pattern, the lane change is continuously performed at short intervals, and the lane change is performed near the intersection, so that a high cost is calculated. Further, in the third pattern, the mileage of the overtaking lane on the right side becomes long, so that the same high cost is calculated. On the other hand, in the second pattern, lane changes are not made at short intervals, lane changes are not made near intersections, and the mileage of the overtaking lane on the right side is relatively short, so the cost is calculated to be lower than other patterns. Will be done. Therefore, in the example shown in FIG. 14, the second pattern has the lowest cost as the position for changing lanes, and is easily selected as the recommended lane movement mode of the vehicle.

Next, in S28, the CPU 51 calculates a recommended traveling track especially for a section (group) for changing lanes when the vehicle moves in a lane according to the route selected in S27. If the route selected in S27 is a route that never changes lanes, the process of S28 may be omitted.

Specifically, the CPU 51 calculates the traveling track using the map information or the like of the position where the lane change is performed specified in S27. For example, the lateral acceleration (lateral G) that occurs when the vehicle changes lanes is calculated from the vehicle speed (which is the speed limit of the road) and the lane width, and the lateral G interferes with automatic driving support. The distance required to change lanes will be as smooth as possible and as short as possible using the crossoid curve, provided that it does not exceed the upper limit (for example, 0.2 G) that does not cause discomfort to the occupants of the vehicle. Calculate the orbit. The clothoid curve is a curve drawn by the locus of the vehicle when the vehicle rotates at a constant traveling speed and a constant angular velocity.

Next, in S29, the CPU 51 calculates a recommended traveling track especially for a section (group) in an intersection when the vehicle moves in a lane according to the route selected in S27. If the route selected in S27 is a route that never passes through an intersection, the process of S29 may be omitted.

For example, in FIG. 15, the traveling track is calculated for a section (group) in an intersection in which a lane movement route is set to enter the intersection from the rightmost lane and then exit to the leftmost lane. The case will be described as an example. First, the CPU 51 marks a position in the intersection where the vehicle should pass. Specifically, mark each of the approach lane to the intersection, the approach position to the intersection, the guide line in the intersection (only if there is a guide line), the exit position from the intersection, and the exit lane from the intersection. .. Then, a curve that passes through all the marked marks is calculated as a traveling track. More specifically, after connecting each mark with a spline curve, a clothoid curve that approximates the connected curve is calculated as a traveling track. The clothoid curve is a curve drawn by the locus of the vehicle when the vehicle rotates at a constant traveling speed and a constant angular velocity.

After that, in S30, the CPU 51 connects the traveling tracks calculated in S28 and S29 to generate a static traveling track which is a traveling track recommended for the vehicle to travel on the road included in the planned traveling route. do. For sections that are neither sections for changing lanes nor sections within intersections, the track that passes through the center of the lane is the recommended track for vehicles to travel.

Then, the static traveling track generated in S30 is stored in the flash memory 54 or the like as support information used for automatic driving support.

Next, a sub-process of the dynamic traveling track generation process executed in S6 will be described with reference to FIG. FIG. 16 is a flowchart of a sub-processing program for dynamic traveling track generation processing.

First, in S41, the CPU 51 acquires the current position of the own vehicle detected by the current position detection unit 31. It is desirable to specify the current position of the vehicle in detail by using, for example, high-precision GPS information or high-precision location technology. Here, the high-precision location technology detects white lines and road surface paint information captured from a camera installed in a vehicle by image recognition, and further collates the detected white lines and road surface paint information with, for example, high-precision map information 15. This is a technology that makes it possible to detect a traveling lane and a highly accurate vehicle position. Further, when the vehicle travels on a road composed of a plurality of lanes, the lane in which the vehicle travels is also specified.

Next, in S42, the CPU 51 uses the static traveling track generated in S3 (that is, the track on which the own vehicle is scheduled to travel next time) and the speed plan generated in S4 (that is, the next time of the own vehicle). Scheduled speed) is acquired.

Next, in S43, the CPU 51 is based on the high-precision map information 15 acquired in S2, and is detected in front of the vehicle in the traveling direction, particularly in S5. ) ”, The lane shape, lane marking information, etc. are acquired. The lane shape and lane marking information acquired in S43 includes information for specifying the number of lanes and, if there is an increase or decrease in the number of lanes, at which position and how the number of lanes increases or decreases.

Subsequently, in S44, the CPU 51 acquires the current position of the influential factor and, if the influential factor is moving, the movement status (movement direction, movement speed) of the influential factor detected in S5. The position and movement status of the influential factors are acquired, for example, by performing image processing or the like on the captured image obtained by capturing a predetermined detection range around the vehicle with the camera outside the vehicle 39.

After that, in S45, the CPU 51 first predicts the future movement locus of the influential factor based on the current position and the movement status of the influential factor acquired in S44. When the influential factor is another vehicle, the prediction may be made in consideration of the lighting state of the blinker and the brake lamp of the other vehicle. Further, if the future traveling track and speed plan of another vehicle can be obtained by vehicle-to-vehicle communication or the like, the prediction may be made in consideration of them. After that, based on the predicted future movement trajectory of the influential factor and the static traveling trajectory and speed plan of the own vehicle acquired in S42, it is more accurate whether or not the influencing factor affects the traveling of the own vehicle. Judge to. Specifically, when the influential factor is located in the same lane as the own vehicle at present or in the future and the distance between them is predicted to approach within an appropriate inter-vehicle distance D, the influential factor affects the running of the own vehicle. It is determined that there is. The appropriate inter-vehicle distance D is calculated by, for example, the following equation (1).
D = Vehicle speed of own vehicle x 2 sec + Braking distance of own vehicle-Brake distance of influential factor (However, only when the influential factor is a moving body) ... (1)

Then, when it is determined that the influencing factor has an influence on the traveling of the own vehicle (S45: YES), the process proceeds to S46. On the other hand, when it is determined that the influencing factor does not affect the traveling of the own vehicle (S45: NO), the process shifts to S9 (S7 and S8 are omitted) without generating the dynamic traveling track.

In S46, the CPU 51 determines whether or not it is possible for the own vehicle to avoid the influential factor and generate a new track for returning (that is, overtaking) to the static traveling track. Specifically, if the influential factor and the own vehicle are currently in the same lane, the influential factor changes lane to the right and overtakes the influential factor within the range that does not exceed the speed limit, and then changes to the left lane. If it is possible to draw a track that maintains the influential factors and an appropriate inter-vehicle distance D or more for the track until returning to the original lane, the own vehicle can avoid the influential factors and return to the static driving track. It is determined that it is possible to generate a new orbit. In addition, if the influential factor and the own vehicle are located in different lanes at the present time and then move to the same lane, the influential factor is overtaken within the range where the own vehicle does not exceed the speed limit, and then the same as the influential factor. If it is possible to draw an influential factor and a trajectory that maintains an appropriate inter-vehicle distance D or more for the track until the lane is changed to a lane, a new method for the own vehicle to avoid the influential factor and return to the static driving track. It is judged that it is possible to generate a good orbit. The determination process of S46 is determined based on the lane shape and lane marking information in front of the vehicle in the traveling direction acquired in S43, the current position of the vehicle, the future movement trajectory of the influencing factor, and the speed limit of the road. Will be done.

Then, when it is determined that the own vehicle can generate a new track for returning to the static traveling track (that is, overtaking) while avoiding the influential factors (S46: YES), the process proceeds to S47. do. On the other hand, if it is determined that the own vehicle cannot generate a new track for returning to the static running track (that is, overtaking) while avoiding the influential factors (S46: NO), the process proceeds to S48. And migrate.

In S47, the CPU 51 calculates a track (hereinafter, referred to as an avoidance track) for the own vehicle to avoid the influential factor and return to (that is, overtake) the static traveling track. Specifically, if the own vehicle and the influential factor are currently in the same lane, the own vehicle changes lane to the right side to overtake the influential factor, and then changes lane to the left side as shown in FIG. The track until returning to the original lane corresponds to the avoidance track. On the other hand, if the influential factor is currently in a different lane from the own vehicle and it is necessary to move to the same lane after that, the own vehicle overtakes the influential factor and then changes lanes as shown in FIG. The track until the vehicle moves to the same lane as the influential factor corresponds to the avoidance track.

Here, FIG. 17 shows an example of an avoidance track generated in S47 when the own vehicle 85 travels in the left lane on a road having two lanes on each side and the influencing factor is the forward vehicle 86 traveling in the same lane.
First, in the example shown in FIG. 17, the first track L1 required to start turning the steering wheel, move to the right lane, and return the steering position to the straight-ahead direction is calculated. The first track L1 calculates the lateral acceleration (lateral G) generated when changing lanes based on the current vehicle speed of the vehicle, and the lateral G does not interfere with the automatic driving support and the vehicle. The clothoid curve is used to calculate a trajectory that is as smooth as possible and that the distance required for changing lanes is as short as possible, provided that the upper limit value (for example, 0.2 G) that does not cause discomfort to the occupants of the vehicle is not exceeded. .. Further, it is also a condition that an appropriate inter-vehicle distance D or more is maintained between the vehicle and the vehicle in front 86.
Next, the second track L2 is calculated until the vehicle travels in the right lane up to the speed limit, overtakes the vehicle in front 86, and has an appropriate inter-vehicle distance D or more with the vehicle in front 86. The second track L2 is basically a straight track, and the length of the track is calculated based on the vehicle speed of the vehicle in front 86 and the speed limit of the road.
Subsequently, the third track L3 required to start turning the steering wheel, return to the left lane, and return the steering position in the straight-ahead direction is calculated. The third track L3 calculates the lateral acceleration (lateral G) generated when changing lanes based on the current vehicle speed of the vehicle, and the lateral G does not interfere with the automatic driving support, and the vehicle The clothoid curve is used to calculate a trajectory that is as smooth as possible and that the distance required for changing lanes is as short as possible, provided that the upper limit value (for example, 0.2 G) that does not cause discomfort to the occupants of the vehicle is not exceeded. .. Further, it is also a condition that an appropriate inter-vehicle distance D or more is maintained between the vehicle and the vehicle in front 86.

Further, FIG. 18 shows a situation in which the own vehicle 85 is traveling in the right lane on a road having two lanes on each side and needs to move to the left lane. An example of the generated avoidance trajectory is shown.
First, in the example shown in FIG. 18, the first track L4 until the vehicle travels in the right lane up to the speed limit, overtakes the vehicle in front 86, and has an appropriate inter-vehicle distance D or more with the vehicle in front 86. Is calculated. The first track L4 is basically a straight track, and the length of the track is calculated based on the vehicle speed of the vehicle in front 86 and the speed limit of the road.
Subsequently, the second track L5 required to start turning the steering wheel, move to the left lane, and return the steering position to the straight-ahead direction is calculated. The second track L5 calculates the lateral acceleration (lateral G) generated when changing lanes based on the current vehicle speed of the vehicle, and the lateral G does not interfere with the automatic driving support and the vehicle. The clothoid curve is used to calculate a trajectory that is as smooth as possible and that the distance required for changing lanes is as short as possible, provided that the upper limit value (for example, 0.2 G) that does not cause discomfort to the occupants of the vehicle is not exceeded. .. Further, it is also a condition that an appropriate inter-vehicle distance D or more is maintained between the vehicle and the vehicle in front 86.

Further, in S47, the recommended speed of the own vehicle when traveling on the avoidance track is also calculated. Regarding the recommended speed of the own vehicle, with the speed limit as the upper limit, the lateral acceleration (lateral G) that occurs in the vehicle when changing lanes does not interfere with automatic driving support and does not cause discomfort to the occupants of the vehicle. The recommended speed is a speed that does not exceed the upper limit (for example, 0.2 G). For example, it is calculated based on the curvature of the avoidance trajectory and the speed limit.

After that, in S48, the CPU 51 calculates a track (hereinafter, referred to as a following track) for the own vehicle to follow (or run in parallel) the influential factor. Specifically, when the own vehicle and the influential factor are currently in the same lane, the own vehicle 85 continues to drive in the current lane without changing lanes as shown in FIG. For example, a track that follows the vehicle in front 86) corresponds to a following track. The following track is basically the same as the static running track. However, since it is necessary to properly maintain the inter-vehicle distance between the influential factors, the speed plan will be revised as described later (S8). On the other hand, if the influential factor is currently in a different lane from the own vehicle and it is necessary to move to the same lane after that, the own vehicle 85 does not change lanes and is in the current lane as shown in FIG. The track that continuously travels and runs in parallel with the influencing factor (for example, the vehicle in front 86) corresponds to the following track. In this case, the following track is different from the static running track.

Further, in S48, the recommended speed of the own vehicle when traveling on the following track is also calculated. Regarding the following speed of the own vehicle, the recommended speed is a speed that maintains an appropriate inter-vehicle distance D or more with respect to the inter-vehicle distance between the vehicle and the influential factor in front of the vehicle, with the speed limit as the upper limit. The appropriate inter-vehicle distance D is calculated based on the above-mentioned equation (1). However, as shown in FIG. 20, when the vehicle is located in a lane in which the influential factor is different from that of the own vehicle, it is not always necessary to maintain the inter-vehicle distance D or more, but it is necessary to change the lane to the same lane as the influential factor after that. Considering that there is, it is desirable to maintain the inter-vehicle distance D or more.

After that, in S49, the CPU 51 sets the avoidance track calculated in S47 (only when the avoidance track is calculated) and the follow-up track calculated in S48 into the planned travel route in consideration of the surrounding road conditions. It is generated as a dynamic traveling track, which is a traveling track recommended for the vehicle to travel on the included road.

Then, the dynamic traveling track generated in S49 is stored in the flash memory 54 or the like as support information used for automatic driving support.

Next, the sub-processing of the traveling track reflection processing executed in S7 will be described with reference to FIG. FIG. 21 is a flowchart of a sub-processing program for traveling track reflection processing.

First, in S51, the CPU 51 reads the static traveling track generated in S3 and the dynamic traveling trajectory generated in S6 from a storage medium such as the flash memory 54.

Subsequently, in S52, the CPU 51 calculates a path cost indicating the appropriateness of the vehicle as a traveling track for each traveling track read out in S51. Here, the pass cost is calculated in consideration of (a) traveling time (average vehicle speed), (b) number of lane changes, (c) position where the lane is changed, and (d) at least one of the traveling lanes. Specifically, it is calculated based on the following conditions.

(A) Regarding the "running time (average vehicle speed)", the longer the running time (that is, the slower the average vehicle speed), the higher the pass cost is calculated. The average vehicle speed of the static traveling track is specified based on the speed plan generated in S4. On the other hand, the dynamic traveling track is specified based on the recommended speeds calculated in S47 and S48.
(B) Regarding the "number of lane changes", the path cost is calculated higher as the traveling track has more lane changes.
(C) Regarding the "position for changing lanes", when changing lanes a plurality of times, the path cost is calculated higher for the traveling track where the interval between lane changes is shorter. In addition, a pass cost is added to a traveling track that changes lanes within a predetermined distance on the front side of the intersection (for example, 700 m on a general road and 2 km on an expressway).
(D) For the "traveling lane", the longer the traveling distance of the overtaking lane, the higher the pass cost is calculated.

However, regardless of the conditions (a) to (d) above, the cost is infinite for the traveling track where the own vehicle is determined to come into contact with the influential factor detected in S5.

After that, in S53, the CPU 51 compares the pass costs for each travel track calculated in S52, and selects the travel track having the smallest pass cost value as the travel track recommended for the vehicle to travel.

Next, in S54, the CPU 51 determines whether or not the avoidance track or the follow-up track, which is the dynamic traveling track, is selected in the S53.

Then, when it is determined in S53 that the avoidance track or the follow-up track, which is the dynamic traveling track, has been selected (S54: YES), the process proceeds to S55.

In S55, the CPU 51 will replace the static traveling track with the dynamic traveling track as a result, targeting the section in which the selected dynamic traveling track is generated. Basically, when the static running track is replaced with the dynamic running track, the start point and the ending point of the dynamic running track are connected to the static running track, except for the follow-up shown in FIG. When a track is selected, the end point of the dynamic track may not be connected to the static track. In such a case, a static traveling track may be newly generated starting from the end point of the dynamic traveling track, or the dynamic traveling track is repeatedly generated at regular intervals until the static traveling track is connected. You may do so.

After that, based on the static running track in which a part is replaced with the dynamic running track, the support running by the automatic driving support is performed (S9, S10).

On the other hand, when it is determined in S53 that the static traveling track has been selected (S54: NO), the process shifts to S8 without replacing the dynamic traveling track.

As described in detail above, in the navigation device 1 and the computer program executed by the navigation device 1 according to the present embodiment, the planned travel route on which the vehicle travels is acquired (S1), and the high-precision map information 15 including the lane shape is obtained. A lane network, which is a network showing lane movements that the vehicle can select for the planned travel route, is constructed using (S23), and a start lane at which the vehicle starts moving is set for the constructed lane network. Each target lane that is the target for the vehicle to move is set (S24), and the route connecting the start lane and the target lane is searched for using the cost added to the lane network, and the vehicle searches for the searched route. Since the vehicle is specified as the recommended lane movement mode when moving (S27), the most recommended lane movement mode is appropriately selected by using the cost added to the lane network when providing vehicle driving support. It becomes possible to identify. Then, by providing driving support based on the specified lane movement mode, it is possible to appropriately implement the driving support.

It should be noted that the present invention is not limited to the above-described embodiment, and it goes without saying that various improvements and modifications can be made without departing from the gist of the present invention.
For example, in the present embodiment, when an influential factor that affects the traveling of the vehicle is detected, an avoidance trajectory and a following trajectory are generated as dynamic traveling tracks, respectively, but only one of them is generated. Is also good.

Further, in the present embodiment, when searching for a recommended lane movement mode using the lane network, first, one reference route connecting the start lane to the target lane is searched, and then one or more based on the reference route. Candidate routes are generated and the cost of each route is compared to identify the route with the minimum cost (S25 to S27), but the cost is minimized directly from the lane network using, for example, Dijkstra's algorithm. You may search for and identify the route of.

Further, in the present embodiment, the high-precision map information included in the server device 4 includes the lane shape of the road (road shape and curvature of each lane, lane width, etc.) and the lane markings (road center line, lane) drawn on the road. It includes both information about boundaries, road outside lines, guide lines, etc., but may include only information about lane markings or only information about road lane shapes. For example, even when only the information on the lane markings is included, it is possible to estimate the information corresponding to the information on the lane shape of the road based on the information on the lane markings. Further, even when only the information on the lane shape of the road is included, it is possible to estimate the information corresponding to the information on the lane marking based on the information on the lane shape of the road. Further, the "information about the lane markings" may be information that specifies the type and arrangement of the lane markings that divide the lanes, or information that specifies whether or not lanes can be changed between adjacent lanes. It may be information that directly or indirectly identifies the shape of the lane.

Further, in the present embodiment, a dynamic traveling track is generated when an influential factor that affects the traveling of the vehicle is detected, and the path cost of the existing static traveling track and the newly generated dynamic traveling track is used. (S52, S53), the static running track is replaced with the dynamic running track only when it is determined that the dynamic running track is recommended (S55), but the dynamic running track is When it is generated, the static traveling track may be replaced with the dynamic traveling track.

Further, in the present embodiment, as a means for reflecting the dynamic traveling track on the static traveling track, a part of the static traveling track is replaced with the dynamic traveling track (S55), but the static traveling is not replaced. The track may be modified so that the track is closer to the dynamic running track.

Further, in the present embodiment, among the operations of the vehicle, the vehicle control ECU 40 automatically controls all the operations related to the behavior of the vehicle, such as the accelerator operation, the brake operation, and the steering wheel operation, regardless of the driving operation of the user. It has been explained as automatic driving support for driving. However, the automatic driving support may be such that the vehicle control ECU 40 controls at least one operation of the accelerator operation, the brake operation, and the steering wheel operation, which are operations related to the behavior of the vehicle among the operations of the vehicle. On the other hand, the manual operation by the user's driving operation will be described as the user performing all of the operations related to the behavior of the vehicle, such as the accelerator operation, the brake operation, and the steering wheel operation, among the operations of the vehicle.

Further, the driving support of the present invention is not limited to the automatic driving support related to the automatic driving of the vehicle. For example, the recommended lane movement mode, static driving track, and dynamic driving track specified in S27 are displayed on the navigation screen, and guidance using voice, screen, or the like (for example, lane change guidance, recommended vehicle speed) is displayed. Driving support is also possible by providing guidance). Further, the user's driving operation may be assisted by displaying the recommended lane movement mode, static traveling track, or dynamic traveling track on the navigation screen.

Further, in the present embodiment, the automatic driving support program (FIG. 4) is executed by the navigation device 1, but the vehicle-mounted device other than the navigation device 1 or the vehicle control ECU 40 may execute the program. In that case, the vehicle-mounted device and the vehicle control ECU 40 are configured to acquire the current position of the vehicle, map information, and the like from the navigation device 1 and the server device 4. Further, the server device 4 may execute a part or all of the steps of the automatic driving support program (FIG. 4). In that case, the server device 4 corresponds to the driving support device of the present application.

In addition to the navigation device, the present invention can also be applied to mobile phones, smartphones, tablet terminals, personal computers and the like (hereinafter referred to as mobile terminals and the like). It can also be applied to a system composed of a server, a mobile terminal, or the like. In that case, each step of the above-mentioned automatic driving support program (see FIG. 4) may be configured to be executed by either the server or the mobile terminal. However, when the present invention is applied to a mobile terminal or the like, it is necessary that a vehicle capable of performing automatic driving support and the mobile terminal or the like are communicably connected (regardless of wired or wireless).

Further, although the embodiment in which the driving support device according to the present invention is embodied has been described above, the driving support device can also have the following configuration, and in that case, the following effects are obtained.

For example, the first configuration is as follows.
Lane movement that the vehicle can select for the planned travel route by using the planned travel route acquisition means (51) for acquiring the planned travel route on which the vehicle (5) travels and the map information (15) including the lane shape. The lane network construction means (51) for constructing the lane network, which is the network shown in the above, the start lane setting means (51) for setting the start lane at which the vehicle starts moving with respect to the lane network, and the lane network. On the other hand, the target lane setting means (51) for setting the target lane on which the vehicle moves and the cost added to the lane network are used to search for a route connecting the start lane and the target lane, and at the same time. It has a movement mode specifying means (51) that specifies the searched route as a recommended vehicle lane movement mode when the vehicle moves.
According to the driving support device having the above configuration, when providing driving support for a vehicle, it is possible to appropriately specify the most recommended lane movement mode by using the cost added to the lane network. Then, by providing driving support based on the specified lane movement mode, it is possible to appropriately implement the driving support.

The second configuration is as follows.
The lane network divides the planned travel route into boundaries of the approach position of the intersection, the exit position of the intersection, and the position where the lanes increase or decrease, and nodes for each lane located at the boundary of each of the divided sections. It is a network with links that are set and connect between the set nodes.
According to the driving support device having the above configuration, it is possible to construct a lane network showing lane movements that can be selected when the vehicle travels on the planned travel route in consideration of the increase / decrease of lanes, the traffic division of lanes, and the like. It will be possible.

The third configuration is as follows.
The movement mode specifying means (51) searches for a plurality of route candidates connecting the start lane and the target lane in the lane network, calculates a total cost value for each of the plurality of routes, and has the highest total cost value. The small route of is specified as the recommended lane movement mode of the vehicle when the vehicle moves.
According to the driving support device having the above configuration, it is possible to appropriately identify the most recommended lane movement mode from the candidates for the plurality of lane movement modes by using the cost added to the lane network. .. Further, since the cost is compared after first searching for a candidate route, the processing load related to the route search can be reduced.

The fourth configuration is as follows.
The movement mode specifying means (51) calculates a higher cost as the number of lane changes increases.
According to the driving support device having the above configuration, it is possible to specify a route in which the number of lane changes is small and the vehicle is easy to drive as a recommended lane movement mode of the vehicle when the vehicle moves.

The fifth configuration is as follows.
The movement mode specifying means (51) calculates a higher cost for a route in which lane changes are continuously performed than in a route in which lane changes are not continuously performed.
According to the driving support device having the above configuration, it is possible to specify a route that facilitates driving without continuously changing lanes as a recommended vehicle lane movement mode when the vehicle moves. ..

The sixth configuration is as follows.
The movement mode specifying means (51) calculates a higher cost as the route travels in the overtaking lane for a longer distance.
According to the driving support device having the above configuration, it is possible to specify a route in which the distance to move in the overtaking lane is as short as possible as a recommended lane movement mode of the vehicle when the vehicle moves.

The seventh configuration is as follows.
The movement mode specifying means (51) costs higher for a route that changes lanes from a predetermined distance before an intersection to an intersection than a route that does not change lanes from a predetermined distance before the intersection to the intersection. calculate.
According to the driving support device having the above configuration, it is possible to specify a route that facilitates driving without changing lanes immediately before the intersection as a recommended vehicle lane movement mode when the vehicle moves. Become.

The eighth configuration is as follows.
The lane network includes information indicating the correspondence between the lanes included in the road before the intersection and the lanes included in the road after the intersection.
According to the driving support device having the above configuration, the vehicle is selected when passing through the intersection in consideration of the correspondence between the lane included in the road before passing the intersection and the lane included in the road after passing the intersection. It is possible to build a lane network that shows possible lanes.

The ninth configuration is as follows.
The movement mode specifying means (51) searches for a route connecting the start lane and the target lane from the target lane side.
According to the driving support device having the above configuration, it is possible to appropriately specify the most recommended lane movement mode for moving to the target lane where the vehicle moves.

The tenth configuration is as follows.
The automatic driving support of the vehicle is provided according to the lane movement mode specified by the movement mode specifying means (51).
According to the driving support device having the above configuration, it is possible to appropriately identify the most recommended lane movement mode by using the cost added to the lane network when the vehicle is driven by the automatic driving support. Become. Then, by providing the automatic driving support based on the specified lane movement mode, it is possible to appropriately implement the automatic driving support.

1 Navigation device 2 Driving support system 3 Information distribution center 4 Server device 5 Vehicle 15 High-precision map information 33 Navigation ECU
39 Outside camera 40 Vehicle control ECU
51 CPU
52 RAM
53 ROM
54 Flash memory 61 Scheduled route 75 Lane node 76 Lane link

Claims (11)

The planned travel route acquisition means for acquiring the planned travel route on which the vehicle travels,
A lane network construction means for constructing a lane network, which is a network showing lane movements that a vehicle can select with respect to the planned travel route, using map information including a lane shape.
A start lane setting means for setting a start lane at which the vehicle starts moving with respect to the lane network, and
A target lane setting means for setting a target lane on which the vehicle moves with respect to the lane network, and a target lane setting means.
The cost added to the lane network is used to search for a route connecting the start lane and the target lane, and the searched route is specified as a recommended vehicle lane movement mode when the vehicle moves. A driving support device having a means for identifying a movement mode. The lane network divides the planned travel route into boundaries of the approach position of the intersection, the exit position of the intersection, and the position where the lanes increase or decrease, and nodes for each lane located at the boundary of each of the divided sections. The driving support device according to claim 1, which is a network provided with a link for setting and connecting the set nodes. The movement mode specifying means
A plurality of route candidates connecting the start lane and the target lane are searched for in the lane network.
Calculate the total cost for each of multiple routes
The driving support device according to claim 1 or 2, wherein the route having the smallest total cost is specified as a recommended vehicle lane movement mode when the vehicle moves. The driving support device according to any one of claims 1 to 3, wherein the moving mode specifying means calculates a higher cost as the route changes more frequently. The driving support according to any one of claims 1 to 4, wherein the moving mode specifying means calculates a higher cost for a route in which lane changes are continuously performed than in a route in which lane changes are not continuously performed. Device. The driving support device according to any one of claims 1 to 5, wherein the moving mode specifying means calculates a higher cost as the route travels in the overtaking lane for a longer distance. The moving mode specifying means calculates a higher cost for a route that changes lanes from a predetermined distance before an intersection to an intersection than a route that does not change lanes from a predetermined distance before the intersection to the intersection. The driving support device according to any one of items 1 to 6. The driving support according to any one of claims 1 to 7, wherein the lane network includes information indicating a correspondence relationship between the lane included in the road before the intersection and the lane included in the road after the intersection. Device. The driving support device according to any one of claims 1 to 8, wherein the movement mode specifying means searches for a route connecting the start lane and the target lane from the target lane side. The driving support device according to any one of claims 1 to 9, wherein the automatic driving support of the vehicle is performed according to the lane movement mode specified by the movement mode specifying means. Computer,
The planned travel route acquisition means for acquiring the planned travel route on which the vehicle travels,
A lane network construction means for constructing a lane network, which is a network showing lane movements that a vehicle can select with respect to the planned travel route, using map information including a lane shape.
A start lane setting means for setting a start lane at which the vehicle starts moving with respect to the lane network, and
A target lane setting means for setting a target lane on which the vehicle moves with respect to the lane network, and a target lane setting means.
The cost added to the lane network is used to search for a route connecting the start lane and the target lane, and the searched route is specified as a recommended vehicle lane movement mode when the vehicle moves. Movement mode identification means and
A computer program to make it work.

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