JP2021157614A - Drive support device and computer program - Google Patents

Abstract

To provide a drive support device capable of accurately specifying recommended speed in advance when a vehicle travels on a travel-scheduled road and appropriately performing drive support based on a speed plan of the vehicle for a long time, and a computer program.SOLUTION: A drive support device is configured: to acquire a vehicle lane width of a travel-scheduled road on which a vehicle is to travel; to acquire a vehicle lane-width-speed-relation information indicating a correspondence relation between the vehicle lane width and recommended travel speed that is recommended for traveling on a vehicle lane; and to generate a speed plan of the vehicle when the vehicle travels on the travel-scheduled road based on the vehicle lane width of the travel-scheduled road and the vehicle-lane-width-speed-relation information, and performs drive support of the vehicle based on the generated speed plan.SELECTED DRAWING: Figure 12

Description

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

In recent years, as a driving mode of a vehicle, in addition to manual driving based on the driving operation of the user, automatic driving that assists the driving of the vehicle by the user by executing a part or all of the driving operation of the user on the vehicle side. A new support system has been proposed. In the automatic driving support system, for example, the current position of the vehicle, the lane in which the vehicle is traveling, the position of other vehicles in the vicinity are detected at any time, and the steering, drive source, brake, etc. are used to drive along a preset route. Vehicle control is performed automatically.

Further, in the traveling by the automatic driving support, the traveling speed of the vehicle is controlled to travel at a preset target speed. Here, when setting the target speed, it is desirable to consider other factors that may affect the running of the vehicle in addition to the speed limit set on the road. For example, Japanese Patent Application Laid-Open No. 2019-26208 describes a three-dimensional object or a lane provided along a road on which a vehicle travels based on an image of the environment in front of the vehicle in the traveling direction by a camera unit installed in the vehicle. In order to detect the above and prevent the driver from being pressured by the three-dimensional object, a technique for setting the target speed at which the vehicle travels according to the distance between the three-dimensional object or the lane and the passing vehicle has been proposed.

Japanese Unexamined Patent Publication No. 2019-26208 (page 5-9, FIG. 6)

However, in the technique of Patent Document 1, since a three-dimensional object or a lane is detected based on an image captured by the camera unit, a detection error may occur with respect to the actual position of the three-dimensional object or the lane. There was a possibility that an appropriate target speed could not be calculated. Further, since the range that can be captured by the camera is a very limited range in front of the vehicle in the traveling direction, there is a problem that a long-term vehicle speed plan cannot be generated.

Here, when generating a vehicle speed plan, it is important to generate a longer-term speed plan. In a long-term speed plan, for example, since there is a deceleration factor in the future, it is possible to generate a speed plan that does not burden the vehicle or occupants, such as decelerating in advance so as not to cause a sudden deceleration.

The present invention has been made to solve the above-mentioned conventional problems, and it is possible to accurately specify the recommended speed when the vehicle travels on the planned road in advance, and a long-term vehicle speed plan. It is an object of the present invention to provide a driving support device and a computer program that enable proper implementation of driving support based on the above.

In order to achieve the above object, the driving support device according to the present invention includes a lane width acquisition means for acquiring the lane width of the road on which the vehicle is scheduled to travel, a lane width length, and a traveling speed recommended when traveling in the lane. Based on the relational information acquisition means for acquiring the lane width speed relation information indicating the correspondence relationship with the recommended speed, and the lane width of the planned road and the lane width speed relation information, the vehicle sets the planned road. It has a speed plan generating means for generating a speed plan of a vehicle when traveling, and a driving support means for providing driving support for the vehicle based on the speed plan.
The "lane width" is basically calculated using the lane marking as the lane boundary for roads on which lane markings (road center line, lane boundary line, lane outside line, guidance line, etc.) are arranged. For roads without lane markings, some or all lane markings are assumed. For example, on a road that has an outside line of the road but does not have a center line of the road, the lane width is 1/2 of the distance between the outside lines of the road.
Further, "driving support" means a function of performing or assisting at least a part of the driver's vehicle operation on behalf of the driver, or providing display guidance or voice guidance for assisting driving.

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 corresponds to a lane width acquisition means for acquiring the lane width of the planned road on which the vehicle travels, and the length of the lane and the recommended speed which is the recommended traveling speed when traveling in the lane. The speed of the vehicle when the vehicle travels on the planned travel road based on the relation information acquisition means for acquiring the lane width speed relation information indicating the relationship, the lane width of the planned road, and the lane width speed relation information. It functions as a speed plan generating means for generating a plan and a driving support means for providing driving support for a vehicle based on the speed plan.

According to the driving support device and the computer program according to the present invention having the above configuration, the lane width speed relationship information indicating the correspondence relationship between the length of the lane width and the recommended speed which is the recommended running speed when traveling in the lane is provided. Since the recommended speed when the vehicle travels on the planned travel road is specified by using the vehicle, it is possible to accurately specify the recommended speed when the vehicle travels on the planned travel road in advance. Then, a long-term vehicle speed plan can be generated based on the specified recommended speed, and driving support based on the speed plan can be appropriately implemented.

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 figure which showed an example of a static traveling track. It is a figure which showed an example of a dynamic traveling track. It is a flowchart of the sub-processing program of the speed plan generation processing. It is a figure explaining the lane width. It is a figure explaining the lane width. It is a figure explaining the lane width. It is a figure which showed an example of the lane width speed relation information. It is a figure which showed the difference between the actual lane width and the lane width perceived by a driver. It is a figure which showed an example of a speed plan. It is a flowchart of the sub-processing program of speed plan correction 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, the 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 should 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, the information about the destination does not necessarily have to be transmitted). 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 includes, for example, road lane shapes (road shape and curvature for each lane, lane width, median strip width, etc.) and lane markings drawn on the road (lane center line, lane boundary line, outside lane). Contains information about lines, guide lines, etc.). 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 unit 11, a server-side map DB 12 as information recording means connected to the server control unit 11, a high-precision map DB 13, and a server-side communication device 14. ..

The server control unit 11 is a control unit (MCU, MPU, etc.) 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 unit 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 or a parking lot on which a vehicle travels, and in the present embodiment, for example, a road lane shape (road shape or curvature in lane units, Information on lane width, presence / absence of median strip, width of median strip, etc.) and lane markings drawn on the road (roadway center line, lane boundary line, roadway 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 is composed of information such as traffic congestion information, regulation information, and traffic accident information transmitted from an Internet network, a traffic information center, for example, a VICS (registered trademark: Vehicle Information and Communication System) center, and the like. 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 the 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 driving 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. Even when the map information DB 45 is omitted, it is possible to acquire the map information from the server device 4 as needed.

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 lane width acquisition means acquires the lane width of the road on which the vehicle is scheduled to travel. The relation information acquisition means acquires lane width speed relation information indicating the correspondence relationship between the length of the lane width and the recommended speed which is the recommended running speed when traveling in the lane. The speed plan generation means generates a speed plan of the vehicle when the vehicle travels on the planned travel road based on the lane width of the planned travel road and the lane width speed relationship information. The driving support means provides driving support for the vehicle based on the speed plan.

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 images the front of the vehicle in the traveling direction 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 the override is performed by the user during the 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, 8 and 15 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, as shown in FIG. 5, the high-precision map information 15 is divided into rectangular shapes (for example, 500 m × 1 km) and 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 and lane width of the road and the lane markings (road center line, lane boundary line, lane 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 is a static track that is recommended for the vehicle 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. Generate a target running track. In the static traveling track, in addition to the road on which the vehicle travels, the lane in which the vehicle travels on the road is also specified. Further, when the static traveling track is accompanied by a lane change, the position where the lane is changed and the recommended traveling track when changing lanes are also specified. In addition, when the static traveling track involves passing through the intersection, the lane entering the intersection, the lane exiting the intersection, and the recommended traveling track in the intersection are also specified.

Here, when the CPU 51 generates the static traveling track, the CPU 51 calculates the static traveling track by using the lane shape of the planned traveling route, the lane marking information, the information about the intersection, and the like. In addition, in the lane shape and lane marking information, if there is an increase or decrease in the number of lanes, lane width, or number of lanes, how and where to increase or decrease, the traffic division in the traveling direction for each lane, and the connection of roads (specifically). Specifically, it includes information for specifying the lane included in the road before passing the intersection and the lane included in the road after passing the intersection). Further, the information about the intersection includes information about the position and shape of the features arranged on the intersection in addition to the shape of the intersection. In addition, the "features placed on the intersection" include road markings such as guide lines (white guide lines) and diamond-shaped guide zones (diamond marks) placed in the center of the intersection, as well as poles. There are structures such as.

For example, FIG. 6 is a diagram showing an example of a static traveling track generated in S3. In the static traveling track 70 shown in FIG. 6, after going straight in the current lane from the current position of the vehicle, turn right at the intersection 71 to enter the right lane, and then at the timing when the right lane increases. Further, a lane is changed to the right lane, a right turn is made at the intersection 72, the vehicle enters the left lane, and a left turn is calculated at the next intersection 73.

The static traveling track is generated for a section from the current position of the vehicle to a predetermined distance ahead along the traveling direction (for example, in the secondary mesh where the vehicle is currently located or the entire section to the destination). The predetermined distance can be changed as appropriate, but a static driving track is generated for an area including at least an area outside the range (detection range) where the road condition around the vehicle can be detected by the external camera 39 or other sensors. do. The static traveling track generated in S3 is stored in the flash memory 54 or the like as support information used for automatic driving support.

Next, in S4, the CPU 51 executes a speed plan generation process (FIG. 8) described later. Here, the speed plan generation process is a process of generating 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.

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, particularly in the vicinity of the own vehicle, as the surrounding road conditions. 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 sets a new track for returning to the static running track as a dynamic running track by avoiding or following the "factor that affects the running of the own vehicle" detected in S5 from the current position of the vehicle. Generate. The dynamic running track is generated for a section including "factors that affect the running of the own vehicle". In addition, the length of the section changes depending on the content of the factor. For example, when the "factor that affects the running of the own vehicle" is another vehicle (front vehicle) traveling in front of the vehicle, the lane is changed to the right as shown in FIG. 7 to overtake the vehicle 75 in front. After that, an avoidance track, which is a track for changing lanes to the left and returning to the original lane, is generated as the dynamic traveling track 76. It should be noted that a follow-up track, which is a track that follows a predetermined distance behind the front vehicle 75 without overtaking the front vehicle 75 (or runs in parallel with the front vehicle 75), may be generated as a dynamic travel track.

Explaining the calculation method of the dynamic traveling track 76 shown in FIG. 7 as an example, the CPU 51 first starts turning the steering wheel, moves to the right lane, and is required for the steering position to return to the straight-ahead direction. First orbit L1 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 75.
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 75, and has an appropriate inter-vehicle distance D or more with the vehicle in front 75. 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 75 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 to 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 75.
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 reflects the dynamic traveling track newly generated in S6 in 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 each of the static running track and the dynamic running track are calculated, and the cost is set to the minimum. Select the running track. 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 executes a speed plan correction process (FIG. 15) described later. Here, the speed plan correction process is the speed plan of the vehicle generated in S4 based on the content of the reflected dynamic traveling track for the static traveling track after the dynamic traveling track is reflected in S7. It is a process to correct. 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, operating the steering wheel, operating the brake, 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 driving by the automatic driving support is continued (S12: NO), the process returns to S5.

Next, a sub-process of the speed plan generation process executed in S4 will be described with reference to FIG. FIG. 8 is a flowchart of a sub-processing program of the speed plan generation processing.

First, in S21, the CPU 51 acquires speed limit information for each road included in the planned travel route of the vehicle by using the map information. For roads for which speed limit information cannot be obtained, the speed limit is specified based on the road type. For example, narrow streets are 30 km / h, general roads other than main roads are 40 km / h, main roads such as national roads are 60 km / h, and expressways are 100 km / h. The speed limit information may be acquired from the high-precision map information 15 or may be acquired from the normal map information used for the route search.

Next, in S22, the CPU 51 identifies a speed change point, which is a point at which the speed of the vehicle is changed on the static travel track generated in S3, among the planned travel routes. Here, the speed change point corresponds to, for example, an intersection, a curve, a railroad crossing, a pedestrian crossing, or the like. If there are multiple speed change points on the planned travel route, specify multiple speed change points.

Subsequently, in S23, the CPU 51 sets a recommended speed for passing through the speed change point for each speed change point specified in S32. For example, at an intersection with a railroad crossing or a temporary stop line, the recommended speed is to first stop (0 km / h) and then pass at a slow speed (for example, 10 km / h). In addition, at intersections that are subject to curves and left / right turns, the lateral acceleration (lateral G) that occurs in the vehicle does not interfere with automatic driving support, and the upper limit value that does not cause discomfort to the occupants of the vehicle (for example, 0.2 G). ) Is the recommended speed. For example, it is calculated based on the curvature of a curve or the shape of an intersection.

Next, in S24, the CPU 51 obtains high-precision map information in S2 for a section that does not correspond to the speed change point specified in S32 (a section between speed change points, hereinafter referred to as a speed change point). Based on 15, the lane shape and the lane marking information are acquired. The lane shape acquired in S24 includes the number of lanes, the lane width, the presence or absence of a median strip, the width of the median strip, and the like. In addition, the lane marking information includes information on the center line of the roadway, the boundary line of the lane, the outside line of the roadway, the guide line, and the like.

After that, in S25, the CPU 51 first specifies the lane width between the speed change points based on the lane shape between the speed change points acquired in S24. The road whose lane width is specified in advance in the high-precision map information 15 is specified by using the lane width included in the high-precision map information 15, while the lane width is specified in the high-precision map information 15. For roads that do not exist, the lane width is calculated using, for example, lane markings and road widths. It is also possible to calculate based on the captured image captured by the external camera 39. In the static traveling track generated in S3, the lane in which the vehicle travels is specified in addition to the road on which the vehicle travels. Therefore, in S25, the lane width of the lane in which the vehicle travels is specified. You may.

Here, the lane width between the speed change points specified in S25 is, for example, as shown in FIG. 9, on a road provided with a roadway outer line 81 and a roadway center line 82 as lane markings, the roadway outer line 81 and the roadway. The distance W from the center line 82 is set. On the other hand, as shown in FIG. 10, on a road provided with a roadway outer line 81, a roadway center line 82, and a lane boundary line 83 as lane markings, the roadway outer line 81 and the lane boundary line 83 (or the roadway center line 82 and the lane) are provided. The distance W between the boundary line 83 and the lane boundary lines 83). In some cases, a median strip may be used instead of the road center line 82.

On the other hand, for roads without some or all lane markings, the lane width between speed change points is calculated assuming lane markings. For example, as shown in FIG. 11, on a road that has a roadway outer line 81 but does not have a roadway center line and is capable of facing each other, the lane width W is 1/2 of the distance D between the roadway outer lines. Further, for a road having no lane outer line 81, 1/2 of the road width distance is defined as the lane width W.

Further, in S25, the CPU 51 also acquires the presence or absence of the lane center line (center line) and the median strip between the speed change points.

Subsequently, in S26, the CPU 51 determines whether or not there is a lane center line or a median strip between the speed change points. Then, when it is determined that there is a road center line or a median strip between the speed change points (S26: YES), the process proceeds to S27. On the other hand, when it is determined that there is neither a road center line nor a median strip between the speed change points (S26: NO), the process proceeds to S28. However, in the case of a one-way road and a Nijo road (a road separated from the oncoming lane), the road shifts to S27 even if there is neither a central line nor a median strip.

The following processes S26 to S28 are processes for setting the recommended speed between the speed change points in the static traveling track generated in S2, but each link or a section unit finer than the link (for example). Repeat every 300 m) to set the recommended speed for the entire static running track generated in S3.

In S27, the CPU 51 first acquires lane width speed relationship information indicating a correspondence relationship between the length of the lane width and the recommended speed, which is the recommended traveling speed when traveling in the lane. The lane width speed relationship information is information showing the correspondence between the lane width length and the recommended speed by, for example, a function, a table, or the like, and is generated in advance and stored in the flash memory 54 or the like.

Here, FIG. 12 is a diagram showing an example of lane width / speed related information. In this embodiment, as shown in FIG. 12, the lane width speed-related information is specified by a linear function, and when the y-axis is the recommended speed [km / h] and the x-axis is the lane width [m], for example, the following Equation (1) is obtained.
y = 40x-80 ... (1)

An example of a method for deriving the lane width / speed-related information shown in FIG. 12 will be described below.
For example, when the lane width is 2 m or less, the recommended speed is set to 0 km / h because vehicles cannot pass substantially. A road with a road width of 5.5 m (that is, a lane width of 2.75 m) is basically a narrow street, so the recommended speed is 30 km / h. A road with a lane width of 3.5 m is generally a main road such as a national road, so the recommended speed is 60 km / h. After plotting each point in the coordinate system, the above equation (1) is derived by calculating a linear approximation equation showing the relationship between x and y. The method of deriving the lane width speed-related information is not limited to the above method, and for example, the relationship between the lane width length and the vehicle speed of the traveling vehicle is specified and specified based on the probe information collected from each vehicle nationwide. Lane width speed relation information may be derived based on the relation.

Then, in S27, the CPU 51 specifies the recommended speed corresponding to the lane width specified in S25 based on the lane width speed relationship information. However, if the specified recommended speed exceeds the speed limit of the road, the recommended speed is specified with the speed limit as the upper limit. Then, the specified recommended speed is set as the recommended speed between the speed change points. The same process is performed for all the sections between the speed change points included in the static traveling track and which are determined to have the lane center line or the median strip.

On the other hand, in S28, the CPU 51 specifies a recommended speed corresponding to the lane width obtained by reducing the lane width specified in S25 by a predetermined ratio based on the lane width speed relationship information. However, if the specified recommended speed exceeds the speed limit of the road, the recommended speed is specified with the speed limit as the upper limit. Then, the specified recommended speed is set as the recommended speed between the speed change points. The rate of decrease can be changed as appropriate, but it is reduced by, for example, 30%. The same processing is performed for all the sections between the speed change points included in the static traveling track and which are judged to have neither the lane center line nor the median strip.

Here, as shown in FIG. 13, the driver of a vehicle traveling on a road that is passable in a two-way manner and does not have a center line (center line) is the actual lane width (1/2 of the distance between the outer lanes). ) Is shorter (narrower) and tends to recognize the lane width in which the vehicle should drive. Therefore, in S28, the lane width specified in S25 is reduced by a predetermined ratio in order to set the recommended speed by giving priority to the lane width recognized by the driver over the actual lane width. As a result, it is possible to set a recommended speed (a speed that does not give the driver a sense of fear) corresponding to the driver's recognition.

After that, in S29, the CPU 51 combines the recommended speed at the speed change point set in S23 with the recommended speed other than the speed change points set in S27 and S28, and changes the recommended speed along the static traveling track. Is generated as the speed plan of the vehicle by showing the data indicating the traveling direction of the vehicle. Further, when generating a speed plan, the speed change between the speed change points satisfies a predetermined condition, and more specifically, the acceleration and deceleration of the vehicle traveling along the static traveling track are each below the threshold value. Modify the speed plan as appropriate to meet the conditions.

Here, FIG. 14 is a diagram showing an example of the speed plan of the vehicle generated in S29. As shown in FIG. 14, in the speed plan, the recommended speed other than the speed change point is the recommended speed set based on the lane width. The upper limit of the recommended speed is the speed limit of the road. On the other hand, for speed change points such as curves and intersections, the recommended speed is lower than the recommended speed based on the lane width. Further, the recommended speed is modified so that the acceleration and deceleration of the vehicle traveling along the static traveling track satisfy the conditions of being equal to or less than the threshold value. However, the recommended speed is basically corrected only in the direction of lowering, and the recommended speed is corrected so as not to be lowered as much as possible within the range satisfying the conditions. Further, the acceleration and deceleration threshold values are set to upper limit values of acceleration and deceleration that do not hinder the running of the vehicle or support automatic driving and do not cause discomfort to the occupants of the vehicle. The acceleration threshold value and the deceleration threshold value may be different values. As a result, the recommended speed is modified and a speed plan is generated as shown in FIG.

Then, the speed plan generated in S29 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 S29 may also be generated as support information used for automatic driving support.

Next, a sub-process of the speed plan correction process executed in S8 will be described with reference to FIG. FIG. 15 is a flowchart of a sub-processing program of the speed plan correction processing.

First, in S31, the CPU 51 determines whether or not a part of the static traveling track is replaced with the avoiding trajectory in particular in the traveling track reflecting process in S7. The avoidance track is one of the dynamic running tracks, and as shown in FIG. 7, the own vehicle is a track for avoiding the influential factors and returning to the static running track (that is, overtaking).

Then, when it is determined in the traveling track reflection process of S7 that a part of the static traveling track has been replaced with the avoidance track (S31: YES), the process proceeds to S32. On the other hand, when it is determined in the traveling track reflection process of S7 that a part of the static traveling track is not replaced with the avoidance track (S31: NO), the process proceeds to S33.

In S32, the CPU 51 modifies the speed plan to the recommended speed of the own vehicle when traveling on the avoidance track for the section replaced by the avoidance track in the speed plan (see FIG. 14) generated in S4. do. The recommended speed of the own vehicle when traveling on the avoidance track is calculated in consideration of the moving speed of the influential factor (for example, the vehicle in front) to be avoided, the speed limit of the road, and the like.

Next, in S33, the CPU 51 determines whether or not a part of the static travel track is replaced with a follow-up track among the dynamic travel tracks in the travel track reflection process of S7. The following track is one of the dynamic traveling tracks, and is a track for the own vehicle to follow (or run in parallel) with respect to the influential factors without changing lanes.

Then, when it is determined in the traveling track reflection processing of S7 that a part of the static traveling track has been replaced with the following track (S33: YES), the process proceeds to S34. On the other hand, when it is determined in the traveling track reflection process of S7 that a part of the static traveling track is not replaced by the following track (S33: NO), the speed plan correction process is terminated and the process proceeds to S9. Transition. The recommended speed of the own vehicle when traveling on the following track is calculated in consideration of the moving speed of the influential factor (for example, the vehicle in front) to be followed, the speed limit of the road, and the like.

In S34, the CPU 51 modifies the speed plan to the recommended speed of the own vehicle when traveling on the following track for the section replaced by the following track in the speed plan (see FIG. 14) generated in S4. do.

If the dynamic traveling track is not replaced in the traveling track reflection process of S7, it is basically unnecessary to modify the speed plan. However, if the current speed plan cannot maintain an appropriate inter-vehicle distance with the influential factors, the speed plan may be modified.

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 lane width of the road on which the vehicle is scheduled to travel is acquired (S25), and the length of the lane and the lane are obtained. Acquire lane width speed-related information indicating the correspondence relationship with the recommended speed, which is the recommended running speed when driving (S25), and based on the lane width of the planned driving road and the lane width speed-related information, the vehicle Generates a vehicle speed plan when traveling on a planned driving road (S27 to S29) and provides vehicle driving support based on the generated speed plan (S9, S10), so that the vehicle travels on the planned driving road. It is possible to accurately specify the recommended speed when doing so in advance. Then, a long-term vehicle speed plan can be generated based on the specified recommended speed, and driving support based on the speed plan can be appropriately implemented.

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, the linear function shown in FIG. 12 is taken as an example as lane width speed relationship information indicating the correspondence relationship between the length of the lane width and the recommended speed which is the recommended traveling speed when traveling in the lane. However, the lane width / velocity-related information may be other than the linear function. For example, it may be a polynomial function, or it may be a table showing correspondences instead of a function.

Further, in the present embodiment, when the recommended vehicle speed is set based on the lane width of the road on which the vehicle travels, the lane width is corrected based on the presence or absence of the lane center line (center line) and the central separation zone. , "Distance from the lane in which the vehicle is traveling to the oncoming lane", "Number of lanes between the lane in which the vehicle is traveling and the oncoming lane", "Width of the central separation zone" The lane width may be corrected in consideration of the above. For example, even on a road with a central lane or a median strip, if the distance from the lane in which the vehicle is traveling to the oncoming lane is less than the threshold, the number of lanes between the lane in which the vehicle is traveling and the oncoming lane is If it is less than the threshold, if the width of the median strip is less than the threshold, the recommended vehicle speed is set based on the lane width that is shorter (narrower) than the actual lane width as in S28 (that is, the recommended vehicle speed). Can be set later).

Further, the lane width may be corrected in consideration of factors such as the driver's field of vision, road traffic volume, and accident-prone points. For example, in the case of a road with poor driver visibility, a road with heavy traffic, or a road near an accident-prone point, the lane width is shorter (narrower) than the actual lane width as in S28. It is possible to set the recommended vehicle speed based on (that is, set the recommended vehicle speed slower).

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 marking line (road center line, lane) drawn on the road. It includes both information about boundaries, lane 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 about the lane marking is included, it is possible to estimate the information corresponding to the information about the lane shape of the road based on the information about the lane marking. 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 marking" may be information for specifying the type and arrangement of the lane marking itself for dividing the lane, or information for specifying whether or not the lane 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, 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 (S7), 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. For example, control may be performed to control only the traveling speed of the vehicle based on the speed plan generated in S4. On the other hand, the manual driving by the driving operation of the user 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, it is possible to provide driving support by displaying a static driving track or a dynamic driving track on a navigation screen and providing guidance using voice or screen (for example, lane change guidance, recommended vehicle speed guidance, etc.). .. Further, the user's driving operation may be assisted by displaying the static traveling track or the 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.
The correspondence between the lane width acquisition means (51) for acquiring the lane width of the planned road on which the vehicle (5) is traveling and the length of the lane width and the recommended speed which is the recommended traveling speed when traveling in the lane. Based on the relational information acquisition means (51) for acquiring the indicated lane width / speed relational information, the lane width of the planned road, and the lane width / speed relational information, the vehicle when the vehicle travels on the planned road. It has a speed plan generating means (51) for generating a speed plan, and a driving support means (51) for providing driving support for a vehicle based on the speed plan.
According to the driving support device having the above configuration, the road on which the vehicle is scheduled to travel using the lane width speed relationship information indicating the correspondence relationship between the length of the lane width and the recommended speed which is the recommended traveling speed when traveling in the lane. Since the recommended speed when traveling on the road is specified, it is possible to accurately specify the recommended speed when the vehicle travels on the planned road in advance. Then, a long-term vehicle speed plan can be generated based on the specified recommended speed, and driving support based on the speed plan can be appropriately implemented.

The second configuration is as follows.
The speed plan generation means (51) specifies a recommended speed at which the vehicle travels on the planned travel road based on the lane width of the planned travel road and the lane width speed-related information, and the specified recommendation. Generate a vehicle speed plan with speed as the upper limit.
According to the driving support device having the above configuration, the recommended vehicle speed based on the lane width of the planned road is set as the upper limit, and the speed plan is generated while appropriately modifying the recommended speed in consideration of other factors. It is possible to generate a flexible speed plan that takes into account road conditions, etc., while being based on the speed.

The third configuration is as follows.
The speed limit acquisition means (51) for acquiring the speed limit set on the planned traveling road on which the vehicle travels is provided, and the speed plan generation means (51) is used when the specified recommended speed exceeds the speed limit. Generates a speed plan for the vehicle with the speed limit as the upper limit speed.
According to the driving support device having the above configuration, when the recommended vehicle speed based on the lane width of the planned driving road exceeds the speed limit, a speed plan is generated with the speed limit as the upper limit, so that a speed plan exceeding the speed limit is generated. It can be prevented from being done.

The fourth configuration is as follows.
The central line information acquisition means (51) for acquiring information on the central line or the median strip of the planned travel road is provided, and the speed plan generation means (51) also has information on the central line or the median strip. In consideration, the recommended speed at which the vehicle travels on the planned road is specified.
According to the driving support device having the above configuration, the recommended speed is specified in consideration of the presence or absence of the center line and the median strip on the planned driving road, so that the difference between the actual lane width and the lane width recognized by the driver can be determined. It is possible to specify the recommended speed in consideration.

The fifth configuration is as follows.
When the planned travel road does not have a center line and a median strip, the speed plan generation means (51) determines a recommended speed corresponding to a lane width shorter than the length of the lane width of the planned travel road on which the vehicle travels. , The vehicle is specified as a recommended speed when traveling on the planned road.
According to the driving support device having the above configuration, when there is no center line or median strip on the planned driving road, the length of the lane width recognized by the driver is shorter (narrower) than the actual lane width. It is possible to specify the recommended speed in consideration of. As a result, it is possible to identify an appropriate recommended speed that does not scare the driver.

The sixth configuration is as follows.
The lane width-speed relationship information indicates the relationship between the length of the lane width and the recommended speed, which is the recommended traveling speed when traveling in the lane, by a linear function.
According to the driving support device having the above configuration, it is possible to simply and clearly specify the correspondence relationship between the length of the lane width and the recommended traveling speed when traveling in the lane. As a result, it is possible to reduce the processing load related to the generation of the speed plan.

The seventh configuration is as follows.
The driving support means (51) provides automatic driving support for the vehicle.
According to the driving support device having the above configuration, when the vehicle is driven by the automatic driving support, it is possible to generate a long-term speed plan in which the vehicle travels at a speed corresponding to the lane width of the planned driving road on which the vehicle travels. It will be possible. Then, by providing automatic driving support based on the generated long-term speed plan, 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 travel route 70 Static travel track 76 Dynamic travel track 81 Roadway outside line 82 Roadway center line 83 Lane boundary line

Claims (8)

A lane width acquisition means for acquiring the lane width of the planned road on which the vehicle travels, and
A relational information acquisition means for acquiring lane width speed-related information indicating a correspondence relationship between the length of the lane width and the recommended speed, which is the recommended running speed when driving in the lane.
A speed plan generation means for generating a speed plan of a vehicle when the vehicle travels on the planned travel road based on the lane width of the planned travel road and the lane width speed relationship information.
A driving support device having a driving support means for supporting the driving of a vehicle based on the speed plan. The speed plan generation means
Based on the lane width of the planned travel road and the lane width speed relationship information, the recommended speed at which the vehicle travels on the planned travel road is specified.
The driving support device according to claim 1, wherein a speed plan of the vehicle is generated with the specified recommended speed as an upper limit speed. It has a speed limit acquisition means for acquiring the speed limit set on the planned road on which the vehicle travels.
The driving support device according to claim 2, wherein the speed plan generating means generates a speed plan of the vehicle with the speed limit as the upper limit speed when the specified recommended speed exceeds the speed limit. It has a central line information acquisition means for acquiring information on the central line or median strip of the planned road.
The operation according to claim 2 or 3, wherein the speed plan generating means specifies a recommended speed when the vehicle travels on the planned traveling road in consideration of information on the central line or the median strip. Support device. When the planned traveling road does not have a center line and a median strip, the speed plan generating means determines a recommended speed corresponding to a lane width shorter than the lane width of the planned traveling road on which the vehicle travels. The driving support device according to claim 4, which is specified as a recommended speed when traveling on the planned traveling road. The lane width-speed relationship information according to any one of claims 1 to 5, wherein the relationship between the length of the lane width and the recommended speed, which is the recommended traveling speed when traveling in the lane, is shown by a linear function. Driving support device. The driving support device according to any one of claims 1 to 6, wherein the driving support means provides automatic driving support for a vehicle. Computer,
A lane width acquisition means for acquiring the lane width of the planned road on which the vehicle travels, and
A relational information acquisition means for acquiring lane width speed-related information indicating a correspondence relationship between the length of the lane width and the recommended speed, which is the recommended running speed when driving in the lane.
A speed plan generation means for generating a speed plan of a vehicle when the vehicle travels on the planned travel road based on the lane width of the planned travel road and the lane width speed relationship information.
A driving support means that supports the driving of a vehicle based on the speed plan, and
A computer program to make it work.

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