JP2023054492A - Driving support device, driving support system, driving support program, and driving support method - Google Patents

Abstract

To provide a driving support device capable of performing a driving support to avoid a fault even when a communication line with a server is interrupted.SOLUTION: A driving support device includes: a fault information reception section 26 for receiving fault information from a server 3, 3a; a time calculation section 27 for calculating a communication interruption time based on a communication interruption when the communication interruption occurs in receiving the fault information from the server 3, 3a; an upper limit speed setting section 281 for setting an upper limit of a speed to be indicated to an automatic operation vehicle based on the communication interruption time calculated by the time calculation section 27; and a travel control section 29 for performing control to allow the automatic operation vehicle to travel by considering the upper limit of the speed to be indicated to the automatic operation vehicle based on the upper limit of the speed to be indicated to the automatic operation vehicle set by the upper limit speed setting section 281.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present disclosure relates to a driving support device, a driving support system, a driving support program, and a driving support device that provide driving support for a vehicle that can be driven automatically (hereinafter referred to as "automatic driving vehicle").

Communication between the server and in-vehicle devices such as driving support devices installed in the automated driving vehicle, and information on obstacles existing on the planned travel route of the automated driving vehicle transmitted from the server in the in-vehicle device (hereinafter referred to as "failure information ) is known to assist driving to avoid the obstacle.
For example, Patent Document 1 includes a server and a driving support device mounted on a vehicle that performs automatic driving, the server transmits information about the obstacle to the vehicle scheduled to travel on the route where the obstacle exists, A driving assistance system is disclosed in which a driving assistance device executes vehicle driving assistance according to obstacle avoidance assistance processing derived based on information about an obstacle transmitted from a server.

JP 2019-91325

Information about obstacles present on the planned travel route of the vehicle changes over time. Therefore, in the above-described technology for assisting driving to avoid obstacles by communicating between a server and an in-vehicle device, it is necessary to transmit updated information following the change from the server to the in-vehicle device. be. However, the communication line may be interrupted due to the presence of a shield or the like.
In the conventional technology disclosed in Patent Document 1, there is a problem that the driving support according to the obstacle avoidance process cannot be executed in consideration of the case where the communication line is interrupted.

The present disclosure has been made to solve the above problems, and is mounted on an automated driving vehicle, communicates with a server, and detects obstacles present on the scheduled travel route of the automated driving vehicle transmitted from the server. A driving support device that supports driving to avoid obstacles based on fault information related to the device, and is capable of supporting driving to avoid obstacles even when the communication line with the server is interrupted. intended to provide

The driving support device according to the present disclosure is installed in an automatically driving vehicle that is a vehicle capable of automatically driving, communicates with a server, and is transmitted from the server. Fault information about obstacles present on the planned travel route of the automatically driving vehicle. A driving assistance device that provides driving assistance to avoid obstacles based on the following: a failure information receiving unit that receives failure information from a server; A time calculation unit that calculates the communication interruption time based on the time calculation unit, an upper limit speed setting unit that sets the upper limit of the speed to be instructed to the automatic driving vehicle based on the communication interruption time calculated by the time calculation unit, and an upper limit speed setting unit. a travel control unit that controls the autonomous vehicle to travel in consideration of the upper limit of speed to be instructed to the autonomous vehicle based on the upper limit of speed to be instructed to the autonomous vehicle.

According to the present disclosure, the driving assistance device can perform driving assistance to avoid obstacles even when the communication line with the server is interrupted.

1 is a diagram showing a configuration example of a driving support system according to Embodiment 1; FIG. FIG. 4 is a diagram for explaining a communication interruption time calculated by a time calculation unit of a driving support device in Embodiment 1; 4 is a diagram for explaining an arithmetic expression for setting the upper limit of the instructed speed by the upper limit speed setting unit of the driving support device in the first embodiment; FIG. 4 is a flowchart for explaining the operation of the driving support system according to Embodiment 1; 4 is a flowchart for explaining the operation of the server according to Embodiment 1; 4 is a flowchart for explaining the operation of the driving assistance device according to Embodiment 1; 4 is a flowchart for explaining details of avoidance assistance selection processing by an avoidance assistance selection unit of the driving assistance device according to Embodiment 1; FIG. 4 is a diagram for explaining an arithmetic expression for calculating a second speed by an upper limit speed setting unit of the driving support device in the first embodiment; In Embodiment 1, the upper limit speed setting unit in the "avoidance support selection process" by the avoidance support selection unit when the upper limit of the instructed speed of the automatically driven vehicle is set in consideration of the maximum detection distance of the on-vehicle sensor. 3 is a flowchart for explaining the operation of . 10A and 10B are diagrams showing an example of the hardware configuration of the driving assistance device according to Embodiment 1. FIG. FIG. 7 is a diagram showing a configuration example of a driving support system according to Embodiment 2; FIG. 10 is a flowchart for explaining the operation of a server according to Embodiment 2; 9 is a flowchart for explaining the operation of the driving assistance device according to Embodiment 2;

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings.
Embodiment 1.
FIG. 1 is a diagram showing a configuration example of a driving support system 1 according to Embodiment 1. As shown in FIG.
The driving support system 1 is a system that executes automatic driving of a vehicle as an example of driving support for a vehicle (for example, an automobile; not shown). That is, the vehicle is a vehicle capable of automatically driving (hereinafter referred to as "automatic driving vehicle").

The driving assistance system 1 includes a driving assistance device 2 and a server 3 mounted on an automatically driving vehicle. The driving assistance device 2 and the server 3 are connected via a network line. The driving support system 1 communicates with the server 3 and the driving support device 2, and in the driving support device 2, the planned travel route of the automatically driven vehicle transmitted from the server 3 (hereinafter referred to as "planned travel route"). Driving support is provided to avoid obstacles based on information about obstacles existing above (hereinafter referred to as "obstacle information").
In the driving assistance system 1 , failure information is transmitted from the server 3 to the driving assistance device 2 at a preset cycle (hereinafter referred to as “failure information transmission cycle”). The failure information transmission cycle can be set as appropriate. The fault information transmission period may be "always".
For simplicity of explanation, one driving support device 2 is connected to the server 3 in the driving support system 1 in FIG. 1, but this is only an example. In the driving assistance system 1 , multiple driving assistance devices 2 can be connected to the server 3 .

First, a configuration example of the server 3 will be described.
The server 3 is configured to transmit obstacle information to an automatically driven vehicle that is scheduled to travel a route on which the obstacle exists, among the vehicles that are present in the vicinity of the obstacle. "Obstacles" here include all things that hinder the travel of an autonomous vehicle. Specific examples of obstacles in the first embodiment include stopped vehicles (such as a bus stopped at a bus stop), disabled people, fallen objects left on the road surface, damage to the road surface, and the like.

The server 3 includes a map database 30, a storage unit 31, a vehicle position information reception unit 32, an obstacle information acquisition unit 33, a candidate vehicle extraction unit 34, a planned route information reception unit 35, and a transmission target selection unit 36. , a distance calculator 37 and a fault information transmitter 38 .

The map database 30 stores map data for driving support.

The storage unit 31 stores position information of an automatically driven vehicle equipped with the driving support device 2 connected to the server 3 via a network line.

The vehicle position information receiving unit 32 receives information on the current position of the automatically driven vehicle (hereinafter referred to as “current position information”) from the driving support device 2 and updates the position information stored in the storage unit 31 .

The obstacle information acquisition unit 33 acquires information about obstacles that have occurred on the road from a road traffic information center, a vehicle traveling on the road, or the like. The information acquired by the failure information acquisition unit 33 includes at least the coordinates of the location where the failure occurs and the event of the failure. The obstacle event is assumed to be an accident, a stop, a falling object, or a road surface damage. Hereinafter, the information about the failure acquired by the failure information acquisition unit 33 from the road traffic information center or the vehicle traveling on the road will be referred to as "server acquisition failure information".
The failure information acquisition unit 33 outputs the server acquisition failure information to the candidate vehicle extraction unit 34 .

The candidate vehicle extraction unit 34 extracts automatic driving vehicles existing around the obstacle as candidate vehicles based on the server-acquired failure information acquired by the failure information acquisition unit 33 and the position information stored in the storage unit 31 . In the first embodiment, the periphery of the fault means the periphery of the point where the fault occurs, for example, a preset range centered on the position where the fault occurs. For example, the candidate vehicle extraction unit 34 extracts, as a candidate vehicle, an automatically driven vehicle positioned within a circle of a predetermined size centering on the position where the obstacle has occurred.
The candidate vehicle extraction unit 34 outputs information about the candidate vehicle (hereinafter referred to as “candidate vehicle information”) to the planned route information reception unit 35 . Candidate vehicle information is information in which information that can specify a candidate vehicle is associated with current position information of the candidate vehicle. The candidate vehicle extraction unit 34 also outputs the server-obtained failure information output from the failure information acquisition unit 33 to the scheduled route information reception unit 35 .

Based on the candidate vehicle information output from the candidate vehicle extraction unit 34, the planned route information reception unit 35 receives information indicating the planned travel route of the candidate vehicle, that is, the automatically driven vehicle extracted by the candidate vehicle extraction unit 34 (hereinafter referred to as " scheduled route information”) is received from the driving support device 2.
Based on the scheduled route information received from the driving support device 2 and the candidate vehicle information output from the candidate vehicle extraction unit 34, the scheduled route information receiving unit 35 extracts information about the scheduled travel route of the candidate vehicle (hereinafter referred to as "scheduled route information ”) and outputs it to the transmission target selection unit 36 . The candidate planned route information is information in which information that can identify a candidate vehicle, current position information of the candidate vehicle, and planned route information of the candidate vehicle are associated with each other. The scheduled route information receiving unit 35 also outputs the server acquisition failure information output from the candidate vehicle extracting unit 34 to the transmission target selecting unit 36 .

Based on the candidate scheduled route information output from the scheduled route information receiving unit 35, the transmission target selection unit 36 selects candidate vehicles that are scheduled to travel on a route with obstacles from among the candidate vehicles extracted by the candidate vehicle extraction unit 34. , as the target vehicle.
For example, when the route indicated by the candidate planned route information includes the position of the obstacle, the transmission target selection unit 36 selects the candidate vehicle corresponding to the candidate planned route information as the target vehicle. Note that the transmission target selection unit 36 may specify the position of the failure from the server acquisition failure information.
The transmission target selection unit 36 extracts the candidate scheduled route information of the target vehicle as target scheduled route information, and outputs it to the distance calculation unit 37 together with the server acquisition failure information.

Based on the scheduled route information of the target vehicle output from the transmission target selection unit 36, that is, the target scheduled route information and the server acquisition failure information, the distance calculation unit 37 determines whether the target vehicle selected by the transmission target selection unit 36 is the target vehicle. A distance that the target vehicle can continue traveling without encountering obstacles (hereinafter referred to as "continuable traveling distance") is calculated. Specifically, the distance calculation unit 37 calculates the distance from the current position of the target vehicle to the position of the obstacle on the planned travel route of the target vehicle as the possible continuous travel distance. In Embodiment 1, "encountering" includes passing through a location where an obstacle occurs and colliding with an obstacle.
The distance calculation unit 37 generates information about the possible continuous running distance (hereinafter referred to as “continuable running distance information”), and outputs it to the failure information transmission unit 38 together with the server acquisition failure information. The continuous running distance information is information in which target planned route information and information indicating the continuous running distance of the target vehicle are associated with each other.

The fault information transmission unit 38 generates fault information based on the information on the continuable running distance output from the distance calculation unit 37 and the fault information acquired by the server, and generates fault information on the basis of the fault information that is installed in the target vehicle selected by the transmission target selector 36. The failure information is transmitted to the support device 2 . The fault information transmitted by the fault information transmitting unit 38 to the driving support device 2 includes at least the coordinates of the position where the fault occurs and the information on the possible continuous running distance.

Next, a configuration example of an automatically driving vehicle and the driving support device 2 installed in the automatically driving vehicle will be described.
The autonomous vehicle includes a user interface 41 , a GPS receiver 42 , an onboard camera 43 , a radar 44 , an actuator 45 and a driving support device 2 .

The user interface 41 includes an input unit (not shown) such as a keypad and a display unit (not shown) such as a liquid crystal monitor. The input unit receives information input by a user such as an occupant of an autonomous vehicle. The user, for example, operates the input unit to input the destination. The display unit displays information for the user. For example, the display unit displays a guidance route to the destination. Note that the input unit and the display unit may be integrated like a so-called touch panel. The user interface 41 may also include an audio output unit such as a speaker. The voice output unit outputs information to the user by voice.

The GPS receiver 42 receives satellite signals for GPS (Global Positioning System).

The in-vehicle camera 43 acquires image information around the automatically driven vehicle.

The radar 44 acquires information on objects around the autonomous vehicle.

Actuators 45 provide various adjustments in the autonomous vehicle. The actuator 45 includes, for example, an accelerator actuator (not shown), a brake actuator (not shown), and a steering actuator (not shown).
The accelerator actuator uses, for example, an electric motor as a power source to adjust the opening of the accelerator of the autonomous vehicle. The brake actuator uses, for example, an electric motor as a power source to adjust the operating state of the brakes of the autonomous vehicle. The steering actuator uses, for example, an electric motor as a power source to adjust the steering angle of the autonomous vehicle.

The driving support device 2 communicates with the server 3 and avoids the obstacle based on the obstacle information about the obstacle existing on the planned travel route of the automatically driven vehicle, in other words, the target vehicle, transmitted from the server 3. Provide driving assistance.
As shown in FIG. 1, the driving assistance device 2 includes a map information acquisition unit 20, a destination information acquisition unit 21, a position information acquisition unit 22, an other vehicle information acquisition unit 23, a route search unit 24, a vehicle An information transmission unit 25 , an obstacle information reception unit 26 , a time calculation unit 27 , an avoidance support selection unit 28 , and a travel control unit 29 are provided. The avoidance support selection unit 28 includes an upper limit speed setting unit 281 .

The map information acquisition unit 20 acquires map data of the range in which the autonomous vehicle is scheduled to travel. For example, the map information acquisition unit 20 acquires map data from the map database 30 . The map information acquisition unit 20 acquires, from the map database 30, map data of a predetermined range including, for example, the current position of the automatically driven vehicle and the position of the destination. In this case, the map information acquisition unit 20 may acquire the current position information of the automatically driven vehicle from the GPS receiver 42 and the information on the destination of the automatically driven vehicle from the user interface 41, respectively.
The map information acquisition section 20 outputs the acquired map data to the route search section 24 .

The destination information acquisition unit 21 acquires information about the destination of the autonomous vehicle. For example, the destination information acquisition unit 21 acquires information about the destination of the automatically driven vehicle, which is input by the user via the user interface 41 .
The destination information acquisition unit 21 outputs information about the acquired destination (hereinafter referred to as “destination information”) to the route search unit 24 and the travel control unit 29 .

The position information acquisition unit 22 acquires current position information of the automatically driven vehicle from the GPS receiver 42 .
The position information acquisition unit 22 outputs the acquired current position information of the automatically driven vehicle to the route search unit 24 and the travel control unit 29 .

The other vehicle information acquisition unit 23 acquires information about the running state of vehicles existing around the automatically driven vehicle based on information from the vehicle-mounted camera 43 and the radar 44 . The information on the running state includes, for example, information on the current position and speed of vehicles existing around the autonomous vehicle.
The other vehicle information acquisition unit 23 outputs the acquired information (hereinafter referred to as “other vehicle information”) about the traveling state of the vehicle existing around the automatically driven vehicle to the travel control unit 29 .

Based on the map data output from the map information acquisition unit 20, the destination information output from the destination information acquisition unit 21, and the current position information output from the position information acquisition unit 22, the route search unit 24 Derive the planned driving route of the autonomous vehicle from the current position to the destination.
Further, when request information requesting change of the planned travel route is output from the avoidance assistance selection unit 28, the route search unit 24 changes the planned travel route so as to avoid the route on which the obstacle exists. Details of the avoidance support selection unit 28 will be described later.
The route searching unit 24 outputs planned route information indicating the planned traveling route of the automatically driven vehicle to the vehicle information transmitting unit 25 and the traveling control unit 29 . The route search unit 24 also outputs the current position information of the automatically driven vehicle output from the position information acquisition unit 22 to the vehicle information transmission unit 25 .

The vehicle information transmission unit 25 transmits the current location information of the automatically driven vehicle output from the route search unit 24, in other words, acquired by the location information acquisition unit 22, to the vehicle location information reception unit 32 of the server 3. . Also, the vehicle information transmitting section 25 transmits the scheduled route information output from the route searching section 24 to the scheduled route information receiving section 35 of the server 3 .
Current position information and planned route information are transmitted from the vehicle information transmission unit 25 to the server 3 at a preset cycle (hereinafter referred to as "vehicle information transmission cycle"). The vehicle information transmission cycle may be "always".

The failure information reception unit 26 receives failure information transmitted from the failure information transmission unit 38 of the server 3 . As described above, the failure information includes at least the coordinates of the location where the failure has occurred and the information on the possible continuous running distance.
The failure information receiving unit 26 outputs the received failure information to the time calculation unit 27 .

The time calculation unit 27 determines whether or not communication disruption has occurred when receiving the failure information from the server 3 . For example, the communication line between the driving support device 2 and the server 3 may be interrupted due to the presence of a shield or the occurrence of some trouble on the server 3 side. When the communication line between the driving assistance device 2 and the server 3 is interrupted, the fault information transmitted from the server 3 is also interrupted. The time calculation unit 27 determines whether or not such communication interruption occurs.

Specifically, the time calculation unit 27 determines whether or not a communication interruption has occurred based on whether or not the failure information receiving unit 26 has received failure information from the server 3 at the failure information transmission cycle. When failure information is output from the failure information receiving unit 26 at the failure information transmission cycle, the time calculation unit 27 determines that communication disruption has not occurred. Specifically, the time calculation unit 27 receives the failure information without delay after the failure information transmission cycle has elapsed after the failure information received last time by the failure information reception unit 26 is output from the failure information reception unit 26. If the failure information received this time by the failure information receiving unit 26 is output from the unit 26, it is determined that communication disruption has not occurred. Note that the time calculation unit 27 does not strictly determine whether or not there is a delay in the failure information at the time when the failure information transmission cycle has elapsed. It is also possible to determine whether or not there is a delay in the failure information at a time when a certain amount of time is allowed, which can be said to be within the range of .
On the other hand, when failure information is not output from the failure information receiving unit 26 in the failure information transmission cycle, the time calculation unit 27 determines that communication disruption has occurred. More specifically, the time calculation unit 27 determines whether the failure information receiving unit 26 is able to receive the failure information even if the failure information transmission cycle has elapsed after the failure information received by the failure information receiving unit 26 last time was output from the failure information receiving unit 26 . If the fault information received this time is not output from the fault information receiving unit 26, it is determined that communication disruption has occurred.

When the time calculation unit 27 determines that communication interruption has occurred in receiving the failure information from the server 3, it calculates the communication interruption time based on the communication interruption. For example, the time calculation unit 27 calculates the duration of no reception of failure information after the failure information receiving unit 26 received the previous failure information as the communication interruption time. More specifically, if the failure information receiving unit 26 does not receive any failure information even after the failure information transmission cycle has passed since the failure information receiving unit 26 received the previous failure information, the time calculation unit 27 calculates the duration of no reception of failure information. , is calculated as the communication interruption time.

FIG. 2 is a diagram for explaining the communication interruption time calculated by the time calculation unit 27 of the driving support device 2 in the first embodiment.
As shown in FIG. 2, the time calculation unit 27 defines the duration of no reception of the failure information after the failure information reception unit 26 receives the previous failure information, in other words, the latest failure information, as the communication interruption time. calculate.
When a communication disruption occurs, in the driving assistance device 2, the avoidance support selection unit 28 selects avoidance support based on the communication disruption time, and the driving control unit 29 selects avoidance at the time of communication disruption selected by the avoidance support selection unit 28. provide support. Details of the avoidance support selection unit 28 and the travel control unit 29 will be described later.

The time calculation unit 27 outputs information as to whether or not communication disruption has occurred and the failure information output from the failure information reception unit 26 to the avoidance support selection unit 28 . When the time calculation unit 27 determines that a communication disruption has occurred, the time calculation unit 27 outputs information about the communication disruption time to the avoidance support selection unit 28 together with information indicating whether or not a communication disruption has occurred and the failure information. .

The avoidance assistance selection unit 28 receives the information on whether or not a communication disruption has occurred, which is output from the time calculation unit 27, the failure information, and the information on the communication disruption time when the information on the communication disruption time is output. Then, the "avoidance support selection process" for selecting the avoidance support process is performed.
The avoidance support process selected by the avoidance support selection unit 28 in the "avoidance support selection process" includes the "disruption avoidance support process" when communication disruption occurs, and the "continuation support process" when communication disruption does not occur. time avoidance support processing”. The 'continuation avoidance support process' includes 'in-route avoidance process', 'route change process', 'lane keeping process', and 'obstacle resolution standby process'.
The avoidance support selection unit 28 selects "disruption avoidance support processing" when communication disruption occurs. If no communication disruption has occurred, the avoidance support selection unit 28 selects the "continuation avoidance support process", more specifically, the "intra-route avoidance process", the "route change process", the "lane keeping process", or Select "Failure resolution standby process". It should be noted that the avoidance support selection unit 28 determines whether or not communication disruption has occurred, based on the information as to whether or not communication disruption has occurred, which is output from the time calculation unit 27 .
The "avoidance support process during interruption" and the "avoidance support process during continuation" will be described in detail below.

First, the "disruption avoidance support process" will be described.
In the “disruption avoidance support process”, the upper limit speed setting unit 281 of the avoidance support selection unit 28 instructs the automatic vehicle to operate at a speed (hereinafter referred to as “instructed speed”) based on the communication interruption time calculated by the time calculation unit 27. ) to set an upper limit.
Specifically, the upper limit speed setting unit 281 sets the speed V (m/sec) of the automatically driven vehicle, the continuous running distance L ₁ (m), the communication interruption time t (seconds), and the preset automatic driving From the maximum deceleration a (m/sec ² ) of the vehicle, the following formula (1) is calculated to set the upper limit V _lim (m/sec) of the indicated speed. Information about the possible continuous running distance is included in the failure information. Also, the upper limit speed setting unit 281 may acquire the speed V (m/sec) of the automatically driven vehicle from, for example, a vehicle speed sensor (not shown) mounted on the automatically driven vehicle.

_Vlim =-at+( ^a2t2 + _2aL1 ) ^1/2 ( ¹ )

L ₁ : Continuous running distance V: Speed of automatically driven vehicle t: Communication interruption time a: Preset maximum deceleration

FIG. 3 is a diagram for explaining an arithmetic expression for setting the upper limit of the instructed speed by the upper limit speed setting unit 281 of the driving support device 2 in the first embodiment.
Equation (1) for setting the upper limit V _lim (m/sec) of the commanded speed by the upper limit speed setting unit 281 will be described with reference to FIG.

In FIG. 3, _P1 indicates the position of the automatically driven vehicle when the failure information receiving unit 26 in the driving assistance device 2 receives the failure information.
_P2 is the time from when the failure information receiving unit 26 received the failure information when the autonomous vehicle was at the position indicated by _P1 , in other words, after the failure information receiving unit 26 received the failure information last time. It shows the position of the autonomous vehicle after the communication blackout time has elapsed. At the position indicated by _P2 , a communication interruption occurs and the failure information receiving section 26 cannot receive the failure information.
_P3 indicates the position of the fault based on the fault information received from the server 3 by the fault information receiving unit 26 in the driving support device 2 . The position of the obstacle is the position of the obstacle based on the obstacle information received by the obstacle information receiving unit 26 when the automatically driven vehicle is at the position indicated by _P1 .
L ₁ (m) is the distance that the autonomous vehicle can continue traveling on the planned travel route without encountering an obstacle, that is, the possible travel distance.
L ₂ (m) represents the distance traveled by the autonomous vehicle during the communication disruption.
L ₃ (m) is the distance traveled from the initial speed (also referred to as the initial speed) V _S (m/sec) to a stop when decelerating at the maximum deceleration a (m/sec ² ).

The distance L ₂ traveled by the automatically driven vehicle during the communication interruption is obtained by multiplying the initial speed _VS (m/second) of the automatically driven vehicle by the communication interruption time t (seconds), as shown in the following equation (11). .

_L2 = _VS *t (11)

The time t ₂ (seconds) required for the automated vehicle to stop when decelerating from the initial speed _VS (m/second) to the maximum deceleration a (m/second ² ) is expressed by the following formula (12). It is obtained by dividing the initial speed V _S (m/sec) of the driving vehicle by the maximum deceleration a (m/sec ² ).

_t2 = _VS /a (12)

The distance L ₃ (m) that the automated driving vehicle travels until it stops when it decelerates from the initial speed _VS (m/s) at the maximum deceleration a (m/s ² ) is the acceleration a (m/s ² ). , the time t ₂ (seconds) required for the automatic vehicle to stop when it decelerates at the maximum deceleration a (m/s ² ).

L ₃ = at ₂ ² /2 (13)

By substituting equation (12) into equation (13) and arranging V _S and a, the following equation (14) holds. That is, the distance L ₃ (m) traveled until the vehicle stops when it decelerates from the initial speed _VS (m/sec) to the maximum deceleration a (m/sec ² ) is equal to the initial speed _VS ( m/sec) and maximum deceleration a (m/ ^sec2 ).

_L3 ⁼ _VS2 /2a (14)

In order to obtain the upper limit V _lim (m/sec) of the indicated speed, the following equation (15) should be satisfied. Substituting the equations (11) and (14) into the following equation (15) yields the equation (16).
_VS in formula (16) is the speed at which the autonomous vehicle can stop before an obstacle occurs on the planned travel route. speed.

L ₂ + L ₃ ≤ L ₁ (15)
V _S ≦−at+(a ² t ² +2aL ₁ ) ^1/2 (16)

The upper limit speed setting unit 281 sets the maximum speed represented by the formula (16) as the first speed _V1 , and sets this as the upper limit of the command speed.
Therefore, the upper limit V _lim of the indicated speed is calculated by performing the calculation of the above equation (1).
The upper limit speed setting unit 281 outputs information about the set upper limit of the instructed speed to the avoidance support selection unit 28 .
The avoidance assistance selection unit 28 outputs information (hereinafter referred to as “request information”) requesting control to stop the automatically driven vehicle before reaching an obstacle to the travel control unit 29 . The avoidance assistance selection unit 28 adds information about the upper limit of the instructed speed output from the upper limit speed setting unit 281 to the request information, and outputs the request information to the travel control unit 29 . In response to this, the travel control unit 29 executes travel control. Details of the travel control unit 29 will be described later.

Next, the "continuation avoidance support process" will be described.
In the "continuation avoidance support process", the avoidance support selection unit 28 performs the following "in-route avoidance process", "route change process", "lane maintenance process" based on the obstacle information output from the time calculation unit 27. ”, and “failure resolution standby processing”.
In the first embodiment, the "continuation avoidance support process" includes all of the "intra-route avoidance process", "route change process", "lane maintenance process", and "obstacle resolution standby process". However, this is only an example. The "continuation avoidance support process" may include at least one of "intra-route avoidance process", "route change process", "lane keeping process", and "obstacle resolution standby process".

The avoidance assistance selection unit 28 selects a case where the automatically driving vehicle is traveling in a lane in which an obstacle exists in a route where an obstacle exists, in other words, when there is an obstacle in the traveling lane of the automatically driving vehicle, and , when it is determined that the obstacle can be avoided in the path where the obstacle exists, the "in-path avoidance process" is selected as the avoidance support process.
In addition, the avoidance support selection unit 28 selects the automatic driving vehicle based on the lane network information that is stored in advance in a location that the avoidance support selection unit 28 can refer to. It is sufficient to determine the lane in which the vehicle is traveling. Also, the avoidance assistance selection unit 28 may determine whether or not the automatically driven vehicle can avoid obstacles on a route on which obstacles exist, based on the lane network information. The lane network information is information that includes information about a plurality of lane sections extending along each lane, and information about lane attributes determined for each lane section. The information about the lane segment includes information that can identify the position of the lane segment, information about other lane segments connected to the lane segment, and information such as the length of the lane segment. Lane attributes include lane width, the total number of lanes on the same road, the number of lanes from the left side or the right side of the lane section, whether lane changes are possible, and the like. For example, if the obstacle can be avoided by changing lanes in the same route, or if the obstacle can be avoided by using the extra width in the same lane, the avoidance support selection unit 28 determines whether the autonomous vehicle is capable of avoiding the obstacle. It is determined that it is possible to avoid the obstacle in the route on which Note that the avoidance assistance selection unit 28 may acquire the current position information of the automatically driven vehicle from the position information acquisition unit 22, for example.

The avoidance assistance selection unit 28 selects a route in which the automatic driving vehicle is traveling in a lane in which the obstacle exists and in which it is impossible to avoid the obstacle in the route in which the obstacle exists. If it is determined that it is possible to change the planned travel route so as to avoid the route on which the obstacle exists, the "route change process" is selected as the avoidance support process.
Note that the avoidance assistance selection unit 28 determines if, for example, there is a branch point to a route different from the route currently being traveled, or a place where a U-turn is possible, between the position of the automatic driving vehicle and the obstacle. Depending on whether or not there is an obstacle, it may be determined whether or not it is possible for the autonomous vehicle to change the planned travel route so as to avoid the route on which the obstacle exists. Note that the avoidance support selection unit 28 may, for example, acquire map data from the map information acquisition unit 20 and determine the branch point or the U-turn possible place based on the map data.

The avoidance support selection unit 28 selects the "lane maintenance process" as the avoidance support process when the autonomous vehicle is traveling in a lane different from the lane in which the obstacle exists in the route where the obstacle exists. .

The avoidance support selection unit 28 selects the route avoidance process or the circuit change process when the autonomous vehicle is traveling in a lane with an obstacle on a route with an obstacle. If it is determined that the obstacle cannot be avoided even by

The avoidance support selection unit 28 outputs request information requesting a change of the planned travel route to the route search unit 24 when the "route change process" in the "continuation avoidance support process" is selected as the avoidance support process. do. In response to this, the route search unit 24 changes the planned travel route so as to avoid the route on which the obstacle exists.
When the avoidance support selection unit 28 selects the "intra-path avoidance process" from the "continuation avoidance support process" as the avoidance support process, the avoidance support selection unit 28 executes control for avoiding the obstacle in the path where the obstacle exists. The requested request information is output to the travel control unit 29 . In response to this, the travel control unit 29 executes travel control.
When the avoidance support selection unit 28 selects the "lane keeping process" from the "continuation avoidance support process" as the avoidance support process, the avoidance support selection unit 28 requests execution of control to maintain the current driving lane until the obstacle is passed. It outputs the request information to the travel control unit 29 . In response to this, the travel control unit 29 executes travel control.
The avoidance support selection unit 28 requests execution of control for decelerating and waiting for the removal of the obstacle when the "obstacle resolution waiting process" is selected as the avoidance support process in the "continuation avoidance support process". It outputs the request information to the travel control unit 29 . In response to this, the travel control unit 29 executes travel control.

The travel control unit 29 receives the planned route information output from the route search unit 24, the map data output from the map information acquisition unit 20, the current position information of the automatically driven vehicle output from the position information acquisition unit 22, Based on the other vehicle information output from the other vehicle information acquisition unit 23 and the request information output from the avoidance support selection unit 28, the automatically driven vehicle is controlled. Specifically, based on the scheduled route information, the map data, the current position information, the other vehicle information, and the request information, the travel control unit 29 operates the actuator 45 so that the autonomous vehicle travels according to the request information. Control.

Specifically, when the avoidance assistance selection unit 28 outputs request information requesting that the automatically driven vehicle be stopped before reaching an obstacle, the travel control unit 29 outputs the request information. based on the upper limit of the instructed speed set by the upper limit speed setting unit 281, which is given to , control is performed to reduce the speed and stop the automatically driven vehicle. The control for slowing down and stopping the automatically driven vehicle based on the upper limit of the instructed speed set by the upper limit speed setting unit 281 is control for driving the automatically driven vehicle in consideration of the upper limit. The travel control unit 29 causes the automatically operated vehicle to travel at a speed that does not exceed the upper limit of the instructed speed so that the automatically operated vehicle can be stopped before it encounters an obstacle.

When the avoidance assistance selection unit 28 outputs request information requesting execution of control for avoiding an obstacle on a route on which an obstacle exists, the travel control unit 29 also refers to the other vehicle information, and determines the surrounding vehicle. The actuator 45 is controlled so that the automatic driving vehicle avoids the obstacle at a timing that does not hinder traveling.
When the avoidance assistance selection unit 28 outputs request information requesting execution of control to maintain the current driving lane until the obstacle is passed, the travel control unit 29 maintains the current lane until the autonomous vehicle passes through the obstacle. The actuator 45 is controlled so as to maintain the driving lane.
When the avoidance assistance selection unit 28 outputs request information requesting execution of control for decelerating and waiting for the elimination of the obstacle, the travel control unit 29 decelerates (for example, stops) the autonomous vehicle. It controls the actuator 45 .

When the request information is not output from the avoidance support selection unit 28, the travel control unit 29 determines the planned travel route of the autonomous vehicle based on the planned route information, the map data, the current position information, and the other vehicle information. The actuator 45 is controlled so as to travel according to

The operation of the driving support system 1 according to Embodiment 1 will be described.
FIG. 4 is a flowchart for explaining the operation of the driving support system 1 according to Embodiment 1. FIG.
The server 3 transmits failure information to the automatically driven vehicle, more specifically, the target vehicle (step ST1).
Based on the obstacle information transmitted from the server 3, the driving assistance device 2 performs driving assistance to control the automatically driven vehicle so as to avoid the obstacle (step ST2).

The operation of the server 3 according to Embodiment 1 will be described.
FIG. 5 is a flow chart for explaining the operation of the server 3 according to the first embodiment.

The obstacle information acquisition unit 33 acquires information about obstacles that have occurred on the road from the road traffic information center or vehicles traveling on the road (step ST11).
The failure information acquisition unit 33 outputs the server acquisition failure information to the candidate vehicle extraction unit 34 .

The candidate vehicle extracting unit 34 selects automatically driven vehicles existing in the vicinity of the obstacle as candidate vehicles based on the server-obtained obstacle information obtained by the obstacle information obtaining unit 33 in step ST11 and the position information stored in the storage unit 31. (step ST12).
The candidate vehicle extraction unit 34 outputs the candidate vehicle information to the planned route information reception unit 35 . The candidate vehicle extraction unit 34 also outputs the server-obtained failure information output from the failure information acquisition unit 33 to the scheduled route information reception unit 35 .

Based on the candidate vehicle information output from the candidate vehicle extraction unit 34 in step ST12, the planned route information reception unit 35 indicates the scheduled travel route of the automatically driven vehicle extracted by the candidate vehicle extraction unit 34, that is, the candidate vehicle. Planned route information is received from the driving support device 2 (step ST13).
The planned route information receiving unit 35 generates candidate planned route information and outputs it to the transmission target selection unit 36 . The scheduled route information receiving unit 35 also outputs the server acquisition failure information output from the candidate vehicle extracting unit 34 to the transmission target selecting unit 36 .

The transmission target selection unit 36, based on the candidate planned route information output from the planned route information receiving unit 35 in step ST13, selects the candidate vehicle extracted by the candidate vehicle extraction unit 34, which is scheduled to travel on a route with an obstacle. is selected as a target vehicle (step ST14).
The transmission target selection unit 36 extracts the candidate scheduled route information of the target vehicle as target scheduled route information, and outputs it to the distance calculation unit 37 together with the server acquisition failure information.

The distance calculation unit 37 calculates the possible continuous travel distance based on the planned route information of the target vehicle output from the transmission target selection unit 36 in step ST14, that is, the target planned route information and the server acquisition failure information (step ST15).
The distance calculation unit 37 generates information on the distance that can be continued to travel, and outputs it to the failure information transmission unit 38 together with the server acquisition failure information.

The fault information transmitting unit 38 generates fault information based on the information on the continuable running distance output from the distance calculating unit 37 in step ST15 and the fault information obtained by the server, and the fault information selected by the transmission target selecting unit 36 in step ST14. The fault information is transmitted to the driving support device 2 mounted on the target vehicle (step ST16).

Before the process of step ST12 in FIG. 5 is performed, the vehicle position information receiving unit 32 receives the current position information of the automatically driven vehicle from the driving support device 2, and updates the position information stored in the storage unit 31. do.

The operation of the driving assistance device 2 according to Embodiment 1 will be described.
FIG. 6 is a flowchart for explaining the operation of the driving support device 2 according to Embodiment 1. FIG.

The failure information receiving unit 26 receives the failure information transmitted from the failure information transmitting unit 38 of the server 3 (step ST21).
The failure information receiving unit 26 outputs the received failure information to the time calculation unit 27 .

The time calculation unit 27 determines whether or not a communication disruption has occurred when receiving the fault information from the server 3 in step ST21. Then, when the time calculation unit 27 determines that the communication interruption has occurred in receiving the failure information from the server 3, it calculates the communication interruption time based on the communication interruption (step ST22).
The time calculation unit 27 outputs information as to whether or not communication disruption has occurred and the failure information output from the failure information reception unit 26 to the avoidance support selection unit 28 . When the time calculation unit 27 determines that a communication disruption has occurred, the time calculation unit 27 outputs information about the communication disruption time to the avoidance support selection unit 28 together with information indicating whether or not a communication disruption has occurred and the failure information. .

Note that the time calculation unit 27 does not determine that the communication is interrupted when receiving the failure information for the first time regarding a certain failure. Specifically, the time calculation unit 27 has a failure reception flag. For example, when failure information is received with the failure reception flag set to "0", it means that failure information for a certain failure is received for the first time. judge. Then, the time calculation unit 27 determines that no communication interruption has occurred. At this time, the time calculator 27 sets the failure reception flag to "1". When the fault information is received for the second time or later, the time calculation unit 27 determines that the fault information is received for the second time or later because the fault reception flag is "1".
Note that the fault reception flag is set by the control unit (not shown) when the driving support device 2 is powered on and when the driving control unit 29 completes control based on the request information from the avoidance support selection unit 28, for example. , is cleared to the initial value "0". The control corresponding to the "disruption avoidance support process" is completed when the automatically driven vehicle actually stops after decelerating so that the automatically driven vehicle can stop before reaching the obstacle.

The avoidance support selection unit 28 selects the information indicating whether or not the communication interruption has occurred, the failure information, and the information regarding the communication interruption time output from the time calculation unit 27 in step ST22. "Avoidance support selection processing" for selecting an avoidance support process is performed (step ST23).

The travel control unit 29 receives the planned route information output from the route search unit 24, the map data output from the map information acquisition unit 20, the current position information of the automatically driven vehicle output from the position information acquisition unit 22, Based on the other vehicle information output from the other vehicle information acquisition unit 23 and the request information output from the avoidance assistance selection unit 28 in step ST23, the automatic driving vehicle is controlled (step ST24).
Specifically, when the avoidance assistance selection unit 28 outputs request information requesting that the automatically driven vehicle be stopped before reaching an obstacle, the travel control unit 29 sets the upper limit speed. Based on the upper limit of the instructed speed set by the unit 281, control is performed to reduce the speed and stop the automatically driven vehicle.
When the avoidance assistance selection unit 28 outputs request information requesting execution of control for avoiding an obstacle on a route on which an obstacle exists, the travel control unit 29 also refers to the other vehicle information, and determines the surrounding vehicle. The actuator 45 is controlled so that the automatic driving vehicle avoids the obstacle at a timing that does not hinder traveling.
When the avoidance assistance selection unit 28 outputs request information requesting execution of control to maintain the current driving lane until the obstacle is passed, the travel control unit 29 maintains the current lane until the autonomous vehicle passes through the obstacle. The actuator 45 is controlled so as to maintain the driving lane.
When the avoidance assistance selection unit 28 outputs request information requesting execution of control for decelerating and waiting for the elimination of the obstacle, the travel control unit 29 decelerates (for example, stops) the autonomous vehicle. It controls the actuator 45 .

Note that the map information acquisition unit 20 acquires map data before the process of step ST23 in FIG. 6 is performed. Also, the destination information acquisition unit 21 acquires information about the destination of the automatically driven vehicle. Also, the position information acquisition unit 22 acquires the current position information of the automatically driven vehicle. In addition, the other vehicle information acquisition unit 23 acquires information about the running state of vehicles existing around the automatically driven vehicle. In addition, the route search unit 24 derives a planned travel route of the automatically driven vehicle from the current position to the destination. When request information requesting change of the planned travel route is output from the avoidance support selection unit 28, the route search unit 24 changes the planned travel route so as to avoid the route on which the obstacle exists.
In addition, the vehicle information transmission unit 25 transmits current position information and planned route information of the automatically driven vehicle to the server 3 at the vehicle information transmission cycle.

If no obstacle occurs on the planned travel route while the automatically driven vehicle equipped with the driving support device 2 is traveling on the planned travel route, the operation shown in the flowchart of FIG. 6 is not performed. The driving support device 2 controls the automatically driven vehicle to travel along the planned travel route.

FIG. 7 is a flowchart for explaining the details of the avoidance support selection process (see step ST23 in FIG. 6) by the avoidance support selection unit 28 of the driving support device 2 according to the first embodiment.

The avoidance support selection unit 28 determines whether or not communication disruption has occurred based on the information on whether or not communication disruption has occurred, which is output from the time calculation unit 27 (see step ST22 in FIG. 6). (Step ST221).

If there is a communication disruption (“YES” in step ST221), the avoidance support selection unit 28 selects “disruption avoidance support processing”.
Then, the upper limit speed setting unit 281 of the avoidance support selection unit 28 sets the upper limit of the instructed speed of the autonomous vehicle based on the communication interruption time calculated by the time calculation unit 27 (step ST222). The upper limit speed setting unit 281 outputs information about the set upper limit of the instructed speed to the avoidance support selection unit 28 .
The avoidance support selection unit 28 outputs to the travel control unit 29 request information requesting that the automatically driven vehicle be stopped before reaching the obstacle. The avoidance assistance selection unit 28 adds information about the upper limit of the instructed speed output from the upper limit speed setting unit 281 to the request information, and outputs the request information to the travel control unit 29 .

On the other hand, if there is no communication interruption ("NO" in step ST221), the avoidance support selection unit 28 selects "continuation avoidance support processing", more specifically, "intra-route avoidance processing" and "route change processing". , "Lane Keeping Process", or "Obstacle Clearance Waiting Process".
Specifically, first, the avoidance support selection unit 28 determines whether the automatically driving vehicle is traveling in a lane in which an obstacle exists on a route in which an obstacle exists. (step ST223).

If it is determined that there is an obstacle in the driving lane of the automatically driven vehicle (“YES” in step ST223), the avoidance assistance selection unit 28, for example, causes the automatically driven vehicle to avoid the obstacle on the route where the obstacle exists. is possible (step ST224).
When the autonomous vehicle determines that it is possible to avoid obstacles on a route where obstacles exist (“YES” in step ST224), the avoidance assistance selection unit 28 performs “intra-route avoidance processing”. Select as avoidance support processing.
The avoidance support selection unit 28 outputs request information requesting execution of control for avoiding the obstacle on the route where the obstacle exists to the traveling control unit 29 (step ST225).

If the autonomous vehicle determines that it is impossible to avoid the obstacle on the route where the obstacle exists (“NO” in step ST224), the avoidance support selection unit 28 selects the route where the obstacle exists. It is determined whether or not it is possible to change the planned travel route so as to avoid it (step ST226).
If it is determined that the planned travel route can be changed so as to avoid the route on which the obstacle exists (“YES” in step ST226), the avoidance support selection unit 28 avoids the “route change process”. Select as assistive treatment.
The avoidance support selection unit 28 outputs request information requesting change of the planned travel route to the route search unit 24 (step ST227).

When the avoidance support selection unit 28 determines that it is impossible to change the planned travel route so as to avoid the route on which the obstacle exists (“NO” in step ST226), the avoidance support selection unit 28 , selects "obstacle resolution waiting process" as the avoidance support process.
The avoidance support selection unit 28 outputs to the traveling control unit 29 request information requesting execution of control for decelerating and waiting for the obstacle to be resolved (step ST228).

In step ST223, when it is determined that there is no obstacle in the traveling lane of the automatically driven vehicle, that is, it is determined that the automatically driven vehicle is traveling in a lane different from the lane in which the obstacle exists in the route where the obstacle exists. If so ("NO" in step ST223), the avoidance assistance selection unit 28 determines the "lane keeping process" as the avoidance assistance process.
The avoidance assistance selection unit 28 outputs request information to the travel control unit 29 requesting execution of control to maintain the current lane until the obstacle is passed (step ST229).

As described above, the driving assistance apparatus 2 according to Embodiment 1 calculates the communication interruption time when communication interruption occurs while receiving the failure information from the server 3, and automatically drives the vehicle based on the calculated communication interruption time. Set the upper limit of the indicated speed of the vehicle. Then, the driving support device 2 performs control for causing the automatically driven vehicle to travel in consideration of the upper limit of the instructed speed of the automatically driven vehicle. That is, the travel control unit 29 causes the automatically driven vehicle to travel at a speed that does not exceed the upper limit of the commanded speed so that the automatically driven vehicle can be stopped before it encounters an obstacle.
As a result, even when the communication line with the server 3 is interrupted, the driving assistance device 2 can perform driving assistance so as to avoid obstacles.

In the first embodiment described above, the upper limit speed setting unit 281 of the driving support device 2 also considers the maximum detection distance of the on-vehicle sensor (not shown) mounted on the automatic driving vehicle, at which an on-vehicle sensor can detect a failure. It is also possible to set an upper limit for the commanded speed of the autonomous vehicle. It should be noted that the in-vehicle sensor is assumed to be, for example, an ultrasonic sensor capable of detecting obstacles around the autonomous vehicle.
The method by which the upper limit speed setting unit 281 sets the upper limit of the instructed speed of the automatically driven vehicle in consideration of the maximum detection distance of the onboard sensor that allows the onboard sensor to detect a failure will be described below.

The upper limit speed setting unit 281 calculates the maximum speed at which the autonomous vehicle can stop before a failure on the planned travel route, In other words, the first speed _V1 is calculated as the maximum speed at which the automatically driven vehicle can be stopped before the automatically driven vehicle travels the continuous running distance. Since the details of the calculation based on the above equation (1) have already been explained, duplicate explanations will be omitted.
In addition, when an on-vehicle sensor detects a failure, the upper limit speed setting unit 281 receives the failure detected by the on-vehicle sensor, and the maximum speed ( A second velocity V (assumed to be ₂ ) is calculated. The second speed _V2 is the maximum speed at which the autonomous vehicle can stop before the autonomous vehicle travels the maximum detection distance of the on-board sensor.

FIG. 8 is a diagram for explaining an arithmetic expression for calculating the second speed _V2 by the upper limit speed setting unit 281 of the driving support device 2 in the first embodiment.
In FIG. 8, _P6 indicates the position of an obstacle occurring on the travel route of the autonomous vehicle.
In FIG. 8, _P4 indicates the position of the autonomous vehicle at which the distance to the obstacle is the maximum detection distance of the on-board sensor, in other words, the on-board sensor can detect the obstacle.
_P5 is automatic driving when the on-board sensor detects a failure when the autonomous vehicle is at the position shown in _P4 , and then the autonomous vehicle decelerates at the maximum deceleration of the autonomous vehicle and stops. Indicates vehicle location.
L ₃ (m) is the distance to stop when decelerating from the initial speed V _S (m/sec) at the maximum deceleration a.
L ₄ (m) is the maximum detection distance (m) of the vehicle-mounted sensor.

The distance _L3 that the autonomous vehicle travels until it stops when decelerating from the initial speed _VS (m/sec) at the maximum deceleration a is expressed by the above equation (13) ( _L3 = at ₂ ² /2). .

The time t ₂ (seconds) from the initial speed _VS (m/second) until the vehicle stops when decelerating from the initial speed VS (m/second) to the maximum deceleration a (m/second ² ) is given by the above equation (12) (t ₂ = It is represented by V _S /a).

In order to obtain the second velocity _V2 , the following equation (17) should be established. Substituting the equations (12) and (13) into the following equation (17) yields the equation (18).

L ₃ ≤ L ₄ (17)
V _S ≤ (2aL ₄ ) ^1/2 (18)

Therefore, the second velocity _V2 is obtained by performing the calculation based on the above equation (18).
After calculating the first speed _V1 and the second speed _V2 , the upper limit speed setting unit 281 compares the first speed _V1 and the second speed _V2 . As a result of comparing the first speed _V1 and the second speed _V2 , the upper limit speed setting unit 281 sets the higher speed as the upper limit of the instructed speed of the autonomous vehicle.
In this way, the upper limit speed setting unit 281 compares the first speed _V1 and the second speed _V2 , and sets the larger speed to the upper limit of the command speed of the autonomous vehicle. The device 2 can prevent the speed of the self-driving vehicle from being unnecessarily limited.

The operation of the driving assistance device 2 will be described when the driving assistance device 2 sets the upper limit of the instructed speed of the automatically driven vehicle in consideration of the maximum detection distance of the vehicle-mounted sensor.
When the driving support device 2 sets the upper limit of the instructed speed of the automatically driven vehicle in consideration of the maximum detection distance of the vehicle-mounted sensor, the avoidance support selection unit 28 described with reference to FIG. The operation of the upper limit speed setting unit 281 (step ST222 in FIG. 7) in the "selection process" is different from the operation of the driving assistance device 2 already explained with reference to FIGS. The operation of the upper limit speed setting unit 281 in the "avoidance support selection process" by the avoidance support selection unit 28, which is different from the operation of the driving support device 2 already described with reference to FIGS. 6 and 7, will be described. Other operations of the driving support device 2 have already been explained, so duplicate explanations will be omitted.

FIG. 9 shows "avoidance support selection processing" by the avoidance support selection unit 28 when the upper limit of the instructed speed of the automatically driven vehicle is set in consideration of the maximum detection distance of the vehicle-mounted sensor in the first embodiment. 4 is a flowchart for explaining the operation of an upper limit speed setting unit 281 in . When the maximum detection distance of the vehicle-mounted sensor is also taken into consideration when setting the upper limit of the command speed of the automatically driven vehicle, the process of step ST222 in FIG. 7 already described is replaced with the process shown in FIG. Since the other processes in FIG. 7 have already been explained, they are omitted in FIG.

Upper limit speed setting section 281 calculates first speed _V1 (step ST2221).

Upper limit speed setting section 281 calculates second speed _V2 (step ST2222).

Upper limit speed setting section 281 compares first speed _V1 and second speed _V2 (step ST2223). As a result, if the first speed _V1 is higher (“YES” in step ST2223), the upper limit speed setting unit 281 sets the first speed _V1 to the upper limit of the command speed of the autonomous vehicle ( step ST2224). If the second speed _V2 is higher (“NO” in step ST2223), the upper limit speed setting unit 281 sets the second speed _V2 as the upper limit of the command speed of the autonomous vehicle (step ST2225). .

10A and 10B are diagrams showing an example of the hardware configuration of the driving assistance device 2 according to Embodiment 1. FIG.
In Embodiment 1, the map information acquisition unit 20, the destination information acquisition unit 21, the position information acquisition unit 22, the other vehicle information acquisition unit 23, the route search unit 24, the vehicle information transmission unit 25, the failure Functions of the information receiving section 26 , the time calculating section 27 , the avoidance assistance selecting section 28 , and the traveling control section 29 are implemented by the processing circuit 1001 . That is, the driving assistance device 2 includes a processing circuit 1001 for controlling driving assistance to avoid obstacles based on the obstacle information transmitted from the server 3 .
The processing circuitry 1001 may be dedicated hardware, as shown in FIG. 10A, or a processor 1004 executing a program stored in memory, as shown in FIG. 10B.

If the processing circuit 1001 is dedicated hardware, the processing circuit 1001 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination thereof.

When the processing circuit is the processor 1004, the map information acquisition unit 20, the destination information acquisition unit 21, the position information acquisition unit 22, the other vehicle information acquisition unit 23, the route search unit 24, and the vehicle information transmission unit 25. , the failure information reception unit 26, the time calculation unit 27, and the avoidance assistance selection unit 28 are implemented by software, firmware, or a combination of software and firmware. Software or firmware is written as a program and stored in memory 1005 . Processor 1004 reads out and executes the programs stored in memory 1005 to obtain map information acquisition unit 20, destination information acquisition unit 21, position information acquisition unit 22, other vehicle information acquisition unit 23, and route information acquisition unit 23. The functions of the search unit 24, the vehicle information transmission unit 25, the obstacle information reception unit 26, the time calculation unit 27, and the avoidance support selection unit 28 are executed. That is, the driving support device 2 includes a memory 1005 for storing a program that, when executed by the processor 1004, results in the execution of steps ST21 to ST24 in FIG. 6 described above. The programs stored in the memory 1005 include a map information acquisition unit 20, a destination information acquisition unit 21, a position information acquisition unit 22, an other vehicle information acquisition unit 23, a route search unit 24, a vehicle information transmission It can also be said that the procedure or method of processing of the unit 25 , the failure information reception unit 26 , the time calculation unit 27 , and the avoidance support selection unit 28 is executed by a computer. Here, the memory 1005 is a non-volatile or volatile memory such as RAM, ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory). Semiconductor memories, magnetic discs, flexible discs, optical discs, compact discs, mini discs, DVDs (Digital Versatile Discs), and the like are applicable.

Note that the map information acquisition unit 20, the destination information acquisition unit 21, the position information acquisition unit 22, the other vehicle information acquisition unit 23, the route search unit 24, the vehicle information transmission unit 25, and the failure information reception unit 26 , and the functions of the time calculation unit 27 and the avoidance support selection unit 28 may be partly implemented by dedicated hardware and partly implemented by software or firmware. For example, the map information acquisition unit 20, the destination information acquisition unit 21, the position information acquisition unit 22, the other vehicle information acquisition unit 23, the vehicle information transmission unit 25, and the failure information reception unit 26 are dedicated hardware. The function is realized by the processing circuit 1001 as a function, and the processor 1004 reads the program stored in the memory 1005 for the route search unit 24, the obstacle information reception unit 26, the time calculation unit 27, and the avoidance support selection unit 28. It is possible to realize the function by executing
The driving support device 2 also has an input interface device 1002 that performs wired or wireless communication with devices such as the server 3, the user interface 41, the GPS receiver 42, the vehicle-mounted camera 43, the radar 44, the actuator 45, or the vehicle-mounted sensor. and an output interface device 1003 .

An example of the hardware configuration of the server 3 according to Embodiment 1 is the same as the example of the hardware configuration of the driving support device 2 shown in FIGS. 10A and 10B.
In Embodiment 1, the vehicle position information receiving unit 32, the obstacle information acquiring unit 33, the candidate vehicle extracting unit 34, the planned route information receiving unit 35, the transmission target selecting unit 36, the distance calculating unit 37, the obstacle The function of the information transmitting section 38 is implemented by the processing circuit 1001 . That is, the server 3 includes a processing circuit 1001 for controlling transmission of failure information to the driving support device 2 .
The processing circuitry 1001 may be dedicated hardware, as shown in FIG. 10A, or a processor 1004 executing a program stored in memory, as shown in FIG. 10B.

When the processing circuit is the processor 1004, the vehicle position information receiving unit 32, the obstacle information acquiring unit 33, the candidate vehicle extracting unit 34, the planned route information receiving unit 35, the transmission target selecting unit 36, and the distance calculating unit 37. , the functions of the fault information transmission unit 38 are realized by software, firmware, or a combination of software and firmware. Software or firmware is written as a program and stored in memory 1005 . Processor 1004 reads out and executes a program stored in memory 1005 to obtain vehicle position information reception unit 32, failure information acquisition unit 33, candidate vehicle extraction unit 34, planned route information reception unit 35, transmission The functions of the target selection unit 36, the distance calculation unit 37, and the failure information transmission unit 38 are executed. That is, the server 3 includes a memory 1005 for storing a program that, when executed by the processor 1004, results in the execution of steps ST11 to ST16 of FIG. 5 described above. The programs stored in the memory 1005 include a vehicle position information receiving unit 32, an obstacle information acquiring unit 33, a candidate vehicle extracting unit 34, a planned route information receiving unit 35, a transmission target selecting unit 36, a distance calculating unit It can also be said that the processing procedure or method of the unit 37 and the failure information transmission unit 38 is executed by a computer.

A vehicle position information receiving unit 32, an obstacle information acquiring unit 33, a candidate vehicle extracting unit 34, a planned route information receiving unit 35, a transmission target selecting unit 36, a distance calculating unit 37, and an obstacle information transmitting unit 38. A part of the function may be realized by dedicated hardware, and a part thereof may be realized by software or firmware. For example, the vehicle position information receiving unit 32, the obstacle information acquiring unit 33, and the planned route information receiving unit 35 are realized by a processing circuit 1001 as dedicated hardware, and the candidate vehicle extracting unit 34 and the transmission target The functions of the selection unit 36, the distance calculation unit 37, and the failure information transmission unit 38 can be realized by the processor 1004 reading and executing a program stored in the memory 1005. FIG.
Also, the map database 30 and the storage unit 31 use the memory 1005 . Note that this is just an example, and the map database 30 and the storage unit 31 may be configured by an HDD, SSD (Solid State Drive), DVD, or the like.
In addition, the server 3 includes devices such as the driving support device 2, a road traffic information center, or a device installed in a vehicle traveling on a road, and an input interface device 1002 and an output interface device 1003 that perform wired or wireless communication. .

As described above, according to Embodiment 1, the driving assistance device 2 includes the failure information receiving unit 26 that receives failure information from the server 3 and the , a time calculation unit 27 that calculates a communication interruption time based on a communication interruption, an upper limit speed setting unit 281 that sets an upper limit of the speed to be instructed to the automatic driving vehicle based on the communication interruption time calculated by the time calculation unit 27, Based on the upper limit of the speed instructed to the automatic operation vehicle set by the upper limit speed setting unit 281, the traveling control unit 29 that controls the automatic operation vehicle to travel in consideration of the upper limit of the speed instructed to the automatic operation vehicle. configured to Therefore, even when the communication line with the server 3 is interrupted, the driving support device 2 can perform driving support so as to avoid obstacles.

Further, in the driving support device 2, the time calculation unit 27 calculates, as the communication interruption time, the duration of no failure information received after the failure information receiving unit 26 received the previous failure information. Therefore, the driving assistance device 2 can easily measure the communication interruption time.

Further, the failure information received by the failure information receiving unit 26 in the driving assistance device 2 is transmitted at a set cycle (failure information transmission cycle), and the time calculating unit 27 determines whether the failure information receiving unit 26 received the previous failure information. After that, if no fault information is received even after the cycle has passed, the duration of no fault information reception is calculated as the communication interruption time. Therefore, the driving support device 2 can easily measure the communication interruption time.

In addition, the failure information received by the failure information receiving unit 26 in the driving support device 2 includes information on the distance that the automatically-operated vehicle can continue traveling without encountering an obstacle on the scheduled travel route of the automatically-operated vehicle. The upper limit speed setting unit 281 determines whether the automatically operated vehicle can continue traveling based on the distance that can be continuously traveled, the communication interruption time, the vehicle speed of the automatically operated vehicle, and the set maximum deceleration of the automatically operated vehicle. The maximum speed at which the automatically driven vehicle can stop before traveling a distance is calculated as the first speed, and the calculated first speed is set as the upper limit of the speed to be instructed to the automatically driven vehicle. Therefore, the driving support device 2 can obtain the maximum speed of the automatically driven vehicle that can be stopped before the automatically driven vehicle reaches the obstacle when the communication disruption occurs. resulting in. The driving assistance device 2 can stop the autonomous vehicle before it reaches the obstacle.

In addition, based on the fault information received by the fault information receiving unit 26, the driving support device 2 calculates the possible continuation travel distance in which the automatically driven vehicle can continue traveling without encountering obstacles on the scheduled travel route of the automatically driven vehicle. The distance calculation unit 37 is provided, and the upper limit speed setting unit 281 calculates the continuous traveling distance calculated by the distance calculation unit 37, the communication interruption time, the vehicle speed of the automatically driving vehicle, and the set maximum deceleration of the automatically driving vehicle. Based on this, the maximum speed at which the automated driving vehicle can stop until the automated driving vehicle travels the continuous driving distance is calculated as the first speed, and the calculated first speed is the upper limit of the speed to be instructed to the automated driving vehicle. can be set to Therefore, the driving support device 2 can obtain the maximum speed of the automatically driven vehicle that can be stopped before the automatically driven vehicle reaches the obstacle when the communication disruption occurs. resulting in. The driving assistance device 2 can stop the autonomous vehicle before it reaches the obstacle.

Further, according to the first embodiment, in the driving support system 1, the server 3 includes the candidate vehicle extraction unit 34 that extracts, as a candidate vehicle, an automatically driven vehicle that exists around the point where the fault occurs, and the candidate vehicle A transmission target selection unit 36 that selects a candidate vehicle scheduled to travel on a route with an obstacle from the candidate vehicles extracted by the extraction unit 34 as a target vehicle, and obstacle information for the target vehicle selected by the transmission target selection unit 36 The driving assistance device 2 includes a failure information receiving unit 26 that receives the failure information transmitted by the failure information transmitting unit 38, and the failure information received from the server 3. and an upper limit speed setting unit 281 for setting the upper limit of the speed instructed to the target vehicle based on the communication interruption time calculated by the time calculation unit 27. and a travel control unit 29 that controls the target vehicle to travel in consideration of the upper limit of the speed instructed to the target vehicle based on the upper limit of the speed instructed to the target vehicle calculated by the upper limit speed setting unit 281. Configured. Therefore, even when the communication line between the driving assistance device 2 and the server 3 is interrupted, the driving assistance system 1 can perform driving assistance to avoid the failure.

Embodiment 2.
In Embodiment 1 described above, the server 3 includes the distance calculation unit 37 , but the driving support device 2 may include the distance calculation unit 37 without being limited to this.
Embodiment 2 describes an embodiment in which the driving support device 2 includes a distance calculation unit 37 .

FIG. 11 is a diagram showing a configuration example of a driving support system 1a according to Embodiment 2. As shown in FIG.
The configuration example of the driving assistance system 1a according to the second embodiment differs from the configuration example of the driving assistance system 1 according to the first embodiment described with reference to FIG. The difference is that the support device 2 a includes the distance calculation unit 37 . Other configurations of the driving assistance system 1a are the same as those of the driving assistance system 1 according to the first embodiment.

Since the server 3a according to the second embodiment does not include the distance calculation unit 37, the transmission target selection unit 36 outputs the target scheduled route information to the failure information transmission unit 38 together with the server acquisition failure information.
Further, the failure information transmitted by the failure information transmission unit 38 to the driving support device 2a does not include information regarding the possible continuous running distance.

In the driving support device 2 a according to the second embodiment, the failure information receiving unit 26 outputs the received failure information to the time calculation unit 27 and the distance calculation unit 37 . The route searching unit 24 also outputs the planned route information to the vehicle information transmitting unit 25 , the traveling control unit 29 and the distance calculating unit 37 .

Based on the planned route information output from the route search unit 24 and the obstacle information output from the obstacle information reception unit 26, the distance calculation unit 37 determines whether the automatically driven vehicle has an obstacle on the route along which the automatically driven vehicle is scheduled to travel. Calculate the continuation possible running distance that can continue running without encountering Since the method of calculating the continuous running distance by the distance calculator 37 has already been described in the first embodiment, detailed description thereof will be omitted.
The distance calculation unit 37 outputs information indicating the possible continuation travel distance to the avoidance assistance selection unit 28 .
The avoidance assistance selection unit 28 selects information indicating the possible continuation travel distance output from the distance calculation unit 37, information indicating whether or not a communication disruption has occurred and is output from the time calculation unit 27, fault information, and communication. When the information on the communication interruption time is output, the "avoidance support selection process" for selecting the avoidance support process is performed based on the information on the communication interruption time.

The flowchart showing the operation of the driving assistance system 1a according to the second embodiment is the same as the flowchart shown in FIG. 4 used for explaining the operation of the driving assistance system 1 according to the first embodiment.
In the second embodiment, the server 3a does not calculate the possible continuous running distance, so the information on the possible continuous running distance is not included in the failure information transmitted by the server 3a in step ST1. In step ST2, the driving support device 2a calculates the continuous driving distance when performing driving support for controlling the automatically driven vehicle to avoid the obstacle based on the obstacle information transmitted from the server 3a.

FIG. 12 is a flow chart for explaining the operation of the server 3a according to the second embodiment.
The specific operations of steps ST11 to ST14 and ST16 of FIG. 12 are the same as the specific operations of steps ST11 to ST14 and ST16 of FIG. 5 already explained in the first embodiment. Therefore, redundant description is omitted.
The operation of the server 3a according to the second embodiment differs from the operation of the server 3 according to the first embodiment in that the process corresponding to step ST15 in FIG. 5 is not performed.

FIG. 13 is a flow chart for explaining the operation of the driving assistance device 2a according to the second embodiment.
The specific operations of steps ST21 to ST24 of FIG. 13 are the same as the specific operations of steps ST21 to ST24 of FIG. 6 already explained in Embodiment 1, respectively. omitted. Further, the details of the avoidance support selection process in step ST23 of FIG. 13 are the same as the details of the avoidance support selection process of step ST23 in FIG. 6, which have already been described with reference to FIGS. Therefore, redundant description is omitted.
The operation of the driving assistance device 2a according to the second embodiment differs from the operation of the driving assistance device 2 according to the first embodiment in that the processing of step ST25 is performed after the processing of step ST22 and before the processing of step ST23. is different.
In step ST25, the distance calculation section 37 calculates the possible continuous traveling distance based on the planned route information output from the route search section 24 and the failure information output from the failure information reception section 26. FIG.
The distance calculation unit 37 outputs information indicating the possible continuation travel distance to the avoidance assistance selection unit 28 .

Thus, in the driving assistance system 1a, even if the driving assistance device 2a is provided with the distance calculation unit 37, the driving assistance device 2a avoids failure even when the communication line with the server 3a is interrupted. Driving assistance can be provided to

The hardware configuration of the driving assistance device 2a according to the second embodiment is the same as the hardware configuration of the driving assistance device 2 described with reference to FIGS. 10A and 10B in the first embodiment.
In the second embodiment, the map information acquisition unit 20, the destination information acquisition unit 21, the position information acquisition unit 22, the other vehicle information acquisition unit 23, the route search unit 24, the vehicle information transmission unit 25, the failure Functions of the information receiving section 26 , the time calculating section 27 , the avoidance assistance selecting section 28 , the traveling control section 29 , and the distance calculating section 37 are realized by the processing circuit 1001 . That is, the driving assistance device 2a includes a processing circuit 1001 for controlling driving assistance to avoid obstacles based on the obstacle information transmitted from the server 3a.
The processing circuit 1001 reads out and executes a program stored in the memory 1005 to obtain a map information acquisition unit 20, a destination information acquisition unit 21, a position information acquisition unit 22, an other vehicle information acquisition unit 23, The functions of the route search unit 24, the vehicle information transmission unit 25, the obstacle information reception unit 26, the time calculation unit 27, the avoidance support selection unit 28, the travel control unit 29, and the distance calculation unit 37 are executed. That is, the driving assistance device 2a includes a memory 1005 for storing a program that, when executed by the processing circuit 1001, results in execution of steps ST21 to ST25 in FIG. 13 described above. The programs stored in the memory 1005 include a map information acquisition unit 20, a destination information acquisition unit 21, a position information acquisition unit 22, an other vehicle information acquisition unit 23, a route search unit 24, a vehicle information transmission It can be said that the computer executes the procedure or method of processing of the unit 25, the failure information receiving unit 26, the time calculation unit 27, the avoidance support selection unit 28, the travel control unit 29, and the distance calculation unit 37. .
The driving support device 2a includes an input interface device 1002 and an output interface device 1002 that perform wired or wireless communication with devices such as the server 3a, the user interface 41, the GPS receiver 42, the vehicle-mounted camera 43, the radar 44, the actuator 45, or the vehicle-mounted sensor. An interface device 1003 is provided.

The hardware configuration of the server 3a according to the second embodiment is the same as the hardware configuration of the driving support device 2 described with reference to FIGS. 10A and 10B in the first embodiment.
In the second embodiment, the functions of the vehicle position information receiving unit 32, the obstacle information acquiring unit 33, the candidate vehicle extracting unit 34, the planned route information receiving unit 35, the transmission target selecting unit 36, and the obstacle information transmitting unit 38 is realized by the processing circuit 1001 . That is, the server 3a includes a processing circuit 1001 for controlling transmission of failure information to the driving support device 2a.
The processing circuit 1001 reads out and executes a program stored in the memory 1005 to obtain a vehicle position information reception unit 32, a failure information acquisition unit 33, a candidate vehicle extraction unit 34, a planned route information reception unit 35, The functions of the transmission target selection unit 36 and the failure information transmission unit 38 are executed. That is, the server 3a has a memory 1005 for storing a program that, when executed by the processing circuit 1001, results in the execution of steps ST11 to ST14 and ST16 in FIG. The programs stored in the memory 1005 include a vehicle position information receiving unit 32, an obstacle information acquiring unit 33, a candidate vehicle extracting unit 34, a planned route information receiving unit 35, a transmission target selecting unit 36, an obstacle information It can also be said that it causes a computer to execute the procedure or method of processing of the transmission unit 38 .
The server 3a includes devices such as the driving support device 2a, a road traffic information center, or a device installed in a vehicle traveling on a road, and an input interface device 1002 and an output interface device 1003 that perform wired or wireless communication.

As described above, according to the second embodiment, the driving assistance device 2a includes the failure information receiving unit 26 that receives failure information from the server 3a, and the failure information received from the server 3a. , a time calculation unit 27 that calculates a communication interruption time based on a communication interruption, an upper limit speed setting unit 281 that sets an upper limit of the speed to be instructed to the automatic driving vehicle based on the communication interruption time calculated by the time calculation unit 27, Based on the upper limit of the speed instructed to the automatic operation vehicle set by the upper limit speed setting unit 281, the traveling control unit 29 that controls the automatic operation vehicle to travel in consideration of the upper limit of the speed instructed to the automatic operation vehicle. configured to Therefore, even when the communication line with the server 3a is interrupted, the driving support device 2a can perform driving support so as to avoid obstacles.

Further, according to the second embodiment, in the driving support system 1a, the server 3a includes the candidate vehicle extraction unit 34 for extracting, as candidate vehicles, the automatically driven vehicles existing around the point where the failure occurs, and the candidate vehicle A transmission target selection unit 36 that selects a candidate vehicle scheduled to travel on a route with an obstacle from the candidate vehicles extracted by the extraction unit 34 as a target vehicle, and obstacle information for the target vehicle selected by the transmission target selection unit 36 The driving support device 2a has a failure information reception unit 26 that receives the failure information transmitted by the failure information transmission unit 38, and the failure information reception unit 26 receives the failure information from the server 3a. and an upper limit speed setting unit 281 for setting the upper limit of the speed instructed to the target vehicle based on the communication interruption time calculated by the time calculation unit 27. and a travel control unit 29 that controls the target vehicle to travel in consideration of the upper limit of the speed instructed to the target vehicle based on the upper limit of the speed instructed to the target vehicle calculated by the upper limit speed setting unit 281. Configured. Therefore, even when the communication line between the driving assistance device 2a and the server 3a is interrupted, the driving assistance system 1a can perform driving assistance to avoid the obstacle.

It should be noted that the present disclosure allows free combination of each embodiment, modification of arbitrary constituent elements of each embodiment, or omission of arbitrary constituent elements in each embodiment.

1, 1a driving support system, 41 user interface, 42 GPS receiver, 43 in-vehicle camera, 44 radar, 45 actuator, 2, 2a driving support device, 20 map information acquisition unit, 21 destination information acquisition unit, 22 position information acquisition 23 other vehicle information acquisition unit 24 route search unit 25 vehicle information transmission unit 26 failure information reception unit 27 time calculation unit 28 avoidance assistance selection unit 281 upper limit speed setting unit 29 travel control unit 3, 3a server, 30 map database, 31 storage unit, 32 vehicle position information reception unit, 33 obstacle information acquisition unit, 34 candidate vehicle extraction unit, 35 planned route information reception unit, 36 transmission target selection unit, 37 distance calculation unit, 38 obstacle Information transmitting unit 1001 processing circuit 1002 input interface device 1003 output interface device 1004 processor 1005 memory.

The driving support device according to the present disclosure is installed in an automatically driving vehicle that is a vehicle capable of automatically driving, communicates with a server, and is transmitted from the server. Fault information about obstacles present on the planned travel route of the automatically driving vehicle. A driving assistance device that provides driving assistance to avoid obstacles based on the following: a failure information receiving unit that receives failure information from a server; A time calculation unit that calculates the communication interruption time based on the time calculation unit, an upper limit speed setting unit that sets the upper limit of the speed to be instructed to the automatic driving vehicle based on the communication interruption time calculated by the time calculation unit, and an upper limit speed setting unit. a travel control unit that controls the autonomous vehicle to travel at a speed that does not exceed the upper limit of speed to be instructed to the autonomous vehicle, based on the upper limit of speed to be instructed to the autonomous vehicle.

The avoidance assistance selection unit 28 selects a case where the automatically driving vehicle is traveling in a lane in which an obstacle exists in a route where an obstacle exists, in other words, when there is an obstacle in the traveling lane of the automatically driving vehicle, and , when it is determined that the obstacle can be avoided in the path where the obstacle exists, the "in-path avoidance process" is selected as the avoidance support process.
Note that the avoidance support selection unit 28 may determine the lane in which the autonomous vehicle is traveling based on the lane network information stored in advance in a location that the avoidance support selection unit 28 can refer to. Also, the avoidance assistance selection unit 28 may determine whether or not the automatically driven vehicle can avoid obstacles on a route on which obstacles exist, based on the lane network information. The lane network information is information that includes information about a plurality of lane sections extending along each lane, and information about lane attributes determined for each lane section. The information about the lane segment includes information that can identify the position of the lane segment, information about other lane segments connected to the lane segment, and information such as the length of the lane segment. Lane attributes include lane width, the total number of lanes on the same road, the number of lanes from the left side or the right side of the lane section, whether lane changes are possible, and the like. For example, if the obstacle can be avoided by changing lanes in the same route, or if the obstacle can be avoided by using the extra width in the same lane, the avoidance support selection unit 28 determines whether the autonomous vehicle is capable of avoiding the obstacle. It is determined that it is possible to avoid the obstacle in the route on which Note that the avoidance assistance selection unit 28 may acquire the current position information of the automatically driven vehicle from the position information acquisition unit 22, for example.

The avoidance assistance selection unit 28 selects a vehicle that is traveling in a lane with an obstacle on a route with an obstacle, and the avoidance support selection unit 28 selects "in-route avoidance processing" and " route change processing". If it is determined that the obstacle cannot be avoided by any of the methods, the "obstacle resolution waiting process" is selected as the avoidance support process.

Claims (14)

It is installed in an automatically driving vehicle that is capable of automatically driving, communicates with a server, and avoids the obstacle based on the obstacle information on the obstacle existing on the scheduled traveling route of the automatically driving vehicle transmitted from the server. A driving support device that provides driving support such as
a failure information receiving unit that receives the failure information from the server;
a time calculation unit that calculates a communication interruption time based on the communication interruption when communication interruption occurs in receiving the fault information from the server;
an upper limit speed setting unit that sets an upper limit of speed to be instructed to the autonomous vehicle based on the communication interruption time calculated by the time calculation unit;
A travel control unit that controls the autonomous vehicle to travel in consideration of the upper limit of speed to be instructed to the autonomous vehicle, based on the upper limit of speed to be instructed to the autonomous vehicle set by the upper limit speed setting unit. driving support device. 2. The time calculation unit according to claim 1, wherein the time calculation unit calculates, as the communication interruption time, a duration in which the failure information is not received after the failure information receiving unit receives the previous failure information. Driving assistance device. the failure information is transmitted at a set cycle;
If the failure information receiving unit does not receive the failure information within the period after the previous failure information is received, the time calculation unit calculates the duration of no reception of the failure information as the communication time. 2. The driving support device according to claim 1, wherein the time is calculated as a discontinuity time. The fault information received by the fault information receiving unit includes information about a possible continuous travel distance in which the automatically driven vehicle can continue traveling without encountering the obstacle on the planned travel route of the automatically driven vehicle. ,
The upper limit speed setting unit, based on the continuous running distance, the communication interruption time, the vehicle speed of the automatically driving vehicle, and the set maximum deceleration of the automatically driving vehicle, the automatically driving vehicle is traveling calculating the maximum speed at which the automated driving vehicle can stop until it travels the continuable distance as a first speed, and setting the calculated first speed as the upper limit of the speed to be instructed to the automated driving vehicle. 2. The driving assistance device according to claim 1. a distance calculation unit that calculates, based on the obstacle information received by the obstacle information reception unit, a distance that the autonomous vehicle can continue traveling without encountering the obstacle on a scheduled travel route of the autonomous vehicle; prepared,
The upper limit speed setting unit is based on the continuous running distance calculated by the distance calculation unit, the communication interruption time, the vehicle speed of the automatic driving vehicle, and the set maximum deceleration of the automatic driving vehicle, A maximum speed at which the automatically driven vehicle can stop until the automatically driven vehicle travels the continuation possible distance is calculated as a first speed, and the calculated first speed is instructed to the automatically driven vehicle. 2. The driving support system according to claim 1, wherein the upper limit of is set. The upper limit speed setting unit
The autonomous vehicle can be stopped before the autonomous vehicle travels the maximum detection distance based on the maximum detection distance of the in-vehicle sensor installed in the autonomous vehicle and the set maximum deceleration of the autonomous vehicle. The maximum speed is calculated as a second speed, and as a result of comparing the first speed and the second speed, the higher speed is set as the upper limit of the speed to be instructed to the automated driving vehicle. 6. The driving support device according to claim 4 or 5. A server and a driving assistance device installed in an automated driving vehicle, which is a vehicle capable of automated driving, communicate with each other, and obstacles present on the planned travel route of the automated driving vehicle transmitted from the server in the driving assistance device A driving assistance system that provides driving assistance to avoid the obstacle based on obstacle information related to
The server is
a candidate vehicle extraction unit that extracts, as a candidate vehicle, the automatically driven vehicle existing in the vicinity of the point where the obstacle occurs;
a transmission target selection unit that selects, from among the candidate vehicles extracted by the candidate vehicle extraction unit, the candidate vehicle that is scheduled to travel the route on which the obstacle exists, as a target vehicle;
a failure information transmission unit that transmits the failure information to the target vehicle selected by the transmission target selection unit;
The driving support device is
a failure information reception unit that receives the failure information transmitted by the failure information transmission unit;
a time calculation unit that calculates a communication interruption time based on the communication interruption when communication interruption occurs in receiving the failure information from the server;
an upper limit speed setting unit that sets an upper limit of speed to be instructed to the target vehicle based on the communication interruption time calculated by the time calculation unit;
a travel control unit that controls the target vehicle to travel in consideration of the upper limit of speed to be instructed to the target vehicle, based on the upper limit of speed to be instructed to the target vehicle calculated by the upper limit speed setting unit. A driving support system characterized by 8. The time calculation unit according to claim 7, wherein the time calculation unit calculates, as the communication interruption time, a duration in which the failure information is not received after the failure information receiving unit receives the previous failure information. driving assistance system. The failure information transmission unit transmits the failure information at a set cycle,
If the failure information receiving unit does not receive the failure information within the period after the previous failure information is received, the time calculation unit calculates the duration of no reception of the failure information as the communication time. 8. The driving support system according to claim 7, wherein the time is calculated as a discontinuity time. The server is
a distance calculation unit that calculates a distance that the target vehicle selected by the transmission target selection unit can continue traveling without encountering the obstacle on the planned travel route of the target vehicle;
The fault information transmitted by the fault information transmission unit in the driving support device includes information about the possible continuous running distance,
The upper limit speed setting unit sets the target vehicle to the continuous running distance based on the continuous running distance, the communication interruption time, the vehicle speed of the target vehicle, and the set maximum deceleration of the target vehicle. A maximum speed at which the target vehicle can stop before traveling is calculated as a first speed, and the calculated first speed is set as an upper limit of speed to be instructed to the target vehicle. 8. The driving support system according to 7. The driving support device calculates, based on the obstacle information received by the obstacle information receiving unit, a possible continuation travel distance in which the target vehicle can continue traveling on a planned travel route of the target vehicle without encountering the obstacle. a distance calculator,
The upper limit speed setting unit determines the target vehicle speed based on the continuous running distance calculated by the distance calculation unit, the communication interruption time, the vehicle speed of the target vehicle, and the set maximum deceleration of the target vehicle. A maximum speed at which the target vehicle can be stopped before the vehicle travels the continuous running distance is calculated as a first speed, and the calculated first speed is set as an upper limit of speed to be instructed to the target vehicle. 8. The driving support system according to claim 7, characterized by: The upper limit speed setting unit determines the maximum speed of the target vehicle until the target vehicle travels the maximum detection distance based on the maximum detection distance of an in-vehicle sensor mounted on the target vehicle and the set maximum deceleration of the target vehicle. the maximum speed at which the vehicle can stop is calculated as a second speed, and as a result of comparing the first speed and the second speed, the larger speed is set as the upper limit of the speed to be instructed to the target vehicle. 12. The driving support system according to claim 10 or 11, characterized in that: the computer,
A driving assistance program for functioning as the driving assistance device according to any one of claims 1 to 6. It is installed in an automatically driving vehicle that is capable of automatically driving, communicates with a server, and avoids the obstacle based on the obstacle information on the obstacle existing on the scheduled traveling route of the automatically driving vehicle transmitted from the server. A driving assistance method in a driving assistance device that performs driving assistance such as
a failure information receiving unit receiving the failure information from the server;
a step of calculating a communication interruption time based on the communication interruption when the communication interruption occurs during reception of the failure information from the server;
a step in which an upper limit speed setting unit sets an upper limit of speed to be instructed to the autonomous vehicle based on the communication interruption time calculated by the time calculation unit;
A travel control unit controls the autonomous vehicle to travel in consideration of the upper limit of speed to be instructed to the autonomous vehicle based on the upper limit of speed to be instructed to the autonomous vehicle set by the upper limit speed setting unit. A driving assistance method comprising:

Images