JP6221805B2 - Driving support device, driving support method and program - Google Patents

Description

  The present invention relates to a driving support device, a driving support method, and a program.

Conventionally, various techniques for supporting automatic driving of the host vehicle have been proposed.
For example, in the vehicle control device described in Patent Document 1, in the automatic control operation in which the steering of the steering is controlled so as to travel between the white lines on the road by the lane / keep / assist device, first, the purpose is from the starting point. Search for the shortest route with the shortest distance to the ground. If there is a point where the position detection accuracy is less than the predetermined value, that is, a point where the detection accuracy of the current position is low, a road that prohibits automatic driving (a road that cannot be controlled automatically) is on the shortest route, automatic control driving Search for routes that avoid impossible roads. Subsequently, route guidance is performed so that the vehicle travels according to the searched route, and automatic control operation is performed.

JP 2011-118603 A

  However, in the vehicle control device described in Patent Document 1 described above, a route for automatic control operation is searched by avoiding a point where the detection accuracy of the current position is low. Not only static information such as detection accuracy. For example, when another vehicle has forcibly interrupted between the preceding vehicle and the own vehicle in front of the lane in which the host vehicle is traveling, a situation occurs that the control system of the automatic control operation is difficult to deal with, Based on the dynamic information, the automatic control operation is interrupted.

  Therefore, the present invention has been made to solve the above-described problems, and is a driving support device capable of suppressing interruption of automatic driving due to an interruption of another vehicle between the preceding vehicle and the host vehicle. A driving support method and program are provided.

In order to achieve the above object, the driving support device (2) according to the present invention detects a map information acquisition means (41) for acquiring map information and a preceding vehicle positioned ahead of the lane in which the host vehicle is traveling. Preceding vehicle detection means (76A, 77) for detecting the speed of the preceding vehicle, and when the host vehicle is running in an automatic driving mode, A merge point determination means (41) for determining whether or not there is a merge point where another vehicle merges is ahead of the road on which the vehicle is traveling, and there is no junction point ahead of the road on which the host vehicle is traveling Is determined to be the first inter-vehicle distance that is longer than the distance traveled for a predetermined time at the speed of the preceding vehicle and is difficult to interrupt other vehicles. , Ahead of the road where the vehicle is traveling If it is determined that there is a junction, the vehicle-to-vehicle distance between the preceding vehicle and the host vehicle is longer than the first vehicle-to-vehicle distance before the junction, and the other vehicle is in advance at the junction. An inter-vehicle distance setting means (41) for setting a second lane distance that is easy to enter between the preceding vehicle and the host vehicle by changing a predetermined lane, and the junction point ahead of the road on which the host vehicle is traveling When it is determined that there is the merging point ahead of the road on which the host vehicle is traveling from a state where it is determined that there is no deceleration, a deceleration start point that starts deceleration of the vehicle speed of the host vehicle before the merging point A deceleration start point setting means (41) for setting the vehicle speed, and the deceleration start point setting means is configured to reduce the vehicle speed of the host vehicle at a predetermined deceleration and the own vehicle of the preceding vehicle. 2nd from the start of deceleration of the vehicle The difference between the row distance, and wherein the setting child the deceleration start point to be a distance difference between the first inter-vehicle distance and the second inter-vehicle distance in front of the merging point.

The driving support method according to the present invention includes a control unit, map information acquisition means for acquiring map information, preceding vehicle detection means for detecting a preceding vehicle located in front of a lane in which the host vehicle is traveling, A driving support method that is executed by a driving support device that includes a speed detection means that detects the speed of a preceding vehicle, the map information acquiring step for acquiring map information executed by the control unit, and the host vehicle a preceding vehicle detection step of detecting a preceding vehicle located in front of the lane in the traveling, the speed detecting step for detecting a speed of the preceding vehicle detected by the preceding vehicle detection process, the host vehicle is traveling in the automatic operation And a joining point determination step for determining whether or not there is a joining point where another vehicle joins ahead of the road on which the host vehicle is traveling based on the map information obtained in the map information obtaining step. , Said junction If it is determined that the joining point is not in front of the road on which the host vehicle is traveling in the fixed step, the inter-vehicle distance between the preceding vehicle and the host vehicle detected in the preceding vehicle detection step is A road that is longer than the distance traveled for a predetermined time by the speed of the preceding vehicle detected in the speed detection step and is set to the first inter-vehicle distance that is difficult to interrupt other vehicles, and the vehicle is traveling in the junction determination step If it is determined that there is the junction point in front of the vehicle, the vehicle-to-vehicle distance between the preceding vehicle and the host vehicle detected in the preceding vehicle detection step is more than the first inter-vehicle distance before the junction point. An inter-vehicle distance setting step that is long and sets a second inter-vehicle distance that is easy to enter between the preceding vehicle and the host vehicle by changing a predetermined lane at the junction , and the junction determination step The vehicle is running When it is determined that there is the junction point ahead of the road on which the vehicle is traveling from a state where it is determined that the junction point is not in front of the road, the vehicle speed of the host vehicle is in front of the junction point. A deceleration start point setting step for setting a deceleration start point for starting the deceleration of the vehicle, and in the deceleration start point setting step, a first travel distance when the vehicle travels while decelerating the vehicle speed at a predetermined deceleration rate, The deceleration start point is set to the merging point so that the difference between the second traveling distance from the time when the preceding vehicle starts decelerating is the difference between the second inter-vehicle distance and the first inter-vehicle distance. and wherein the setting child in front of.

The program according to the present invention includes a map information acquisition unit that acquires map information, a preceding vehicle detection unit that detects a preceding vehicle located in front of a lane in which the host vehicle is traveling, and a speed of the preceding vehicle. A map information acquisition step for acquiring map information in a computer, a preceding vehicle detection step for detecting a preceding vehicle located in front of the lane in which the host vehicle is traveling, and the preceding vehicle detection. a speed detecting step for detecting a speed of the preceding vehicle detected by the step, when the vehicle is driving in automatic operation, the vehicle is traveling based on the map information acquired by the map information acquisition step If there is no merge point in front of the road on which the vehicle is traveling in the merge point determination step, which determines whether or not there is a merge point where other vehicles merge in front of the road Size If it is, the inter-vehicle distance between the preceding vehicle detected in the preceding vehicle detection step and the host vehicle is longer than the distance traveled for a predetermined time at the speed of the preceding vehicle detected in the speed detection step, In addition, when it is determined that the junction point is set in front of the road on which the host vehicle is traveling in the junction point determination step, the first vehicle distance is set so that the other vehicle is not easily interrupted. In the above, the inter-vehicle distance between the preceding vehicle and the host vehicle detected in the preceding vehicle detection step is longer than the first inter-vehicle distance, and the other vehicle changes the lane determined in advance at the junction In the inter-vehicle distance setting step for setting the second inter-vehicle distance that is easy to enter between the preceding vehicle and the host vehicle, and in the junction determination step, it is determined that the junction is not in front of the road on which the host vehicle is traveling. The vehicle is running from the state A deceleration start point setting step for setting a deceleration start point for starting deceleration of the vehicle speed of the host vehicle before the junction point when it is determined that the junction point is in front of the road In the deceleration start point setting step, a first travel distance when the vehicle speed of the host vehicle is decelerated at a predetermined deceleration, and a second travel distance from the time when the preceding vehicle starts to decelerate The deceleration start point is set before the junction point so that the difference between the second vehicle distance and the first vehicle distance is the difference between the second vehicle distance and the first vehicle distance.

  In the driving support device (2), the driving support method, and the program having the above-described configuration, when there is no merging point in front of the road on which the host vehicle is traveling, the inter-vehicle distance between the preceding vehicle and the host vehicle is calculated. It is set to a first inter-vehicle distance that is longer than the distance traveled for a predetermined time at the speed of the preceding vehicle and that is difficult to interrupt other vehicles. As a result, it is possible to form a first inter-vehicle distance between the preceding vehicle and the host vehicle that is safe and difficult to interrupt other vehicles. Therefore, it is possible to suppress interruption of another vehicle between the preceding vehicle and the own vehicle, and it is possible to suppress interruption of automatic driving due to interruption of the other vehicle between the preceding vehicle and the own vehicle.

In addition, when it is determined that there is a merging point ahead of the road on which the host vehicle is traveling, the inter-vehicle distance between the preceding vehicle and the host vehicle is longer than the first inter-vehicle distance before the merging point, And it sets to the 2nd inter-vehicle distance which is easy to enter between a preceding vehicle and the own vehicle by changing a predetermined lane at the junction point. As a result, the distance between the preceding vehicle and the own vehicle is longer than the first inter-vehicle distance, and the other vehicle is likely to enter between the preceding vehicle and the own vehicle by changing the lane determined in advance at the junction. A distance between two cars can be formed. Therefore, it is possible for another vehicle to change a predetermined lane at the junction and smoothly interrupt between the preceding vehicle and the own vehicle, and also due to an interruption of the other vehicle between the preceding vehicle and the own vehicle. It becomes possible to suppress interruption of automatic driving.
In addition, a host vehicle traveling with a first inter-vehicle distance between the preceding vehicle and the host vehicle decelerates the vehicle speed of the host vehicle at a predetermined deceleration from the deceleration start point set before the junction. And travels the first travel distance. As a result, the host vehicle can reliably form the second inter-vehicle distance between the preceding vehicle and the host vehicle at the junction.

It is a block diagram which shows an example of a structure of the own vehicle which concerns on this embodiment. It is a main flowchart which shows the "automatic driving control process" performed in a navigation apparatus. 3 is a sub-flowchart showing a sub-process of “interruption section detection process” in FIG. 2. FIG. 4 is a sub-flowchart showing a sub-process of “interrupt section joining process” in FIG. 3. FIG. It is explanatory drawing explaining the coupling | bonding of an interruption area. 3 is a sub-flowchart showing a sub-process of “vehicle speed and inter-vehicle distance setting process” in FIG. 2. 7 is a sub-flowchart showing a sub-process of “inter-vehicle distance setting process” in FIG. 6. FIG. 8 is a sub-flowchart showing a sub-process of “deceleration start point acquisition process” of FIG. 7. FIG. It is a figure which shows an example of the distance between the preceding vehicle and the own vehicle at the time of normal driving and before the junction. It is a figure which shows an example in which another vehicle interrupts between a preceding vehicle and the own vehicle at a junction.

  DETAILED DESCRIPTION Hereinafter, a driving support apparatus, a driving support method, and a program according to an embodiment of the present invention will be described in detail with reference to the drawings based on an embodiment.

[Schematic configuration of own vehicle 1]
First, a schematic configuration of the host vehicle 1 according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the host vehicle 1 according to the present embodiment is basically composed of a navigation device 2 installed on the host vehicle 1 and a vehicle control ECU (Electronic Control Unit) 3.

  Here, the navigation device 2 is provided on the center console or panel surface of the interior of the host vehicle 1, and displays a map around the vehicle and a search route to the destination, and voice guidance regarding route guidance. Is provided. Then, the current position of the host vehicle 1 is specified by the GPS 31 or the like, and when the destination is set, the route to the destination is searched, and guidance according to the set guide route is displayed on the liquid crystal display 15 and the speaker 16. To do. The detailed configuration of the navigation device 2 will be described later.

  The vehicle control ECU 3 is an electronic control unit that controls the entire host vehicle 1. The vehicle control ECU 3 is connected to a navigation control unit 13 (to be described later) included in the navigation device 2. The vehicle control ECU 3 detects a vehicle-mounted display (vehicle-mounted LCD) 5 for displaying a speedometer, a human interface (HMI) 6, a front shooting camera 76A, a rear shooting camera 76B, a millimeter wave radar 77, and a vehicle speed. A vehicle speed sensor 51 and the like are connected.

  The vehicle control ECU 3 includes a CPU 71 as an arithmetic device and a control device, an internal storage device such as a RAM 72 used as a working memory when the CPU 71 performs various arithmetic processes, and a ROM 73 in which a control program and the like are recorded. Yes. Then, the CPU 71 creates an operation plan based on the route data of the guide route received from the navigation control unit 13 of the navigation device 2, the gradient information of each link on the route, the link length, and the like.

  The human interface 6 is provided with an automatic operation start button 61 for instructing the start of automatic operation. The driver can instruct the vehicle control ECU 3 to start automatic driving by pressing the automatic driving start button 61 on a toll road such as a national highway, a city highway, and a general toll road.

  When an instruction to start automatic driving is input, the CPU 71 operates the driver for an interrupted section where it is difficult to cause the driving to be performed by automatic driving control on the guide route based on the driving plan. Set to switch from automatic operation that does not depend on manual operation to driver operation. Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering, and the like, and starts an automatic operation until an interruption section on the guide route. The setting of the interruption section on the guide route is basically performed in the route search executed by the CPU 41 of the navigation device 2. The interrupted section is, for example, a thin section in which a white line indicating a boundary of the traveling lane (for example, a roadside belt, a lane boundary line, etc.) cannot be recognized by the front photographing camera 76A.

  The front shooting camera 76A is attached in the vicinity of the rear mirror of the host vehicle 1, and is configured by a CCD camera or the like to capture the front of the host vehicle and outputs an image signal to the vehicle control ECU 3. The rear photographing camera 76B is attached to the rear end portion of the host vehicle 1, and is configured by a CCD camera or the like to photograph the rear of the host vehicle and outputs an image signal to the vehicle control ECU 3. The CPU 71 performs image processing on the image signal input from the front shooting camera 76 </ b> A, detects the relative position of the surrounding vehicle ahead of the host vehicle with respect to the host vehicle 1, and outputs the detected position to the navigation device 2. In addition, the CPU 71 performs image processing on the image signal input from the front photographing camera 76A, and recognizes an image of a white line (for example, a roadside band, a lane boundary line, or the like) indicating the boundary of the traveling lane by edge detection or the like. To do.

  Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering and the like so that the host vehicle 1 travels along the white line. Further, the CPU 71 performs image processing on the image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, detects the inter-vehicle distance from other vehicles existing before and after the host vehicle 1, and sends it to the navigation device 2. Output. Further, the CPU 71 performs image processing on image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, detects a space around the host vehicle 1, and outputs the detected space to the navigation device 2.

  The millimeter wave radar 77 is attached to the center position of the front end of the host vehicle 1, detects the distance to the surrounding vehicle in front of the host vehicle and the relative speed of the surrounding vehicle, and detects the detected distance to the surrounding vehicle and the surrounding vehicle. Relative speed data is output to the vehicle control ECU 3. The CPU 71 detects the relative position and relative speed of the surrounding vehicle ahead of the host vehicle with respect to the host vehicle 1 based on the distance to the surrounding vehicle and the relative speed data of the surrounding vehicle input from the millimeter wave radar 77, and the navigation device. Output to 2.

[Schematic configuration of navigation device]
Next, a schematic configuration of the navigation device 2 will be described. As shown in FIG. 1, the navigation device 2 according to the present embodiment includes a current location detection processing unit 11 that detects the current position of the vehicle, a data recording unit 12 that records various data, and input information. The navigation control unit 13 for performing various arithmetic processes, the operation unit 14 for receiving operations from the operator, the liquid crystal display (LCD) 15 for displaying information such as a map to the operator, and route guidance A communication device 17 that communicates via a mobile phone network or the like with a speaker 16 that outputs voice guidance related to the information center such as a road traffic information center (not shown) or a probe center (not shown), and a liquid crystal display 15 It is comprised from the touchscreen 18 with which the surface of this was mounted | worn.

Instead of the touch panel 18, a remote controller, joystick, mouse, touch pad, etc. may be provided.
A vehicle speed sensor 51 is connected to the navigation control unit 13. The navigation control unit 13 is electrically connected to the vehicle control ECU 3 so as to be able to acquire a relative positional relationship, a relative speed, and the like of the surrounding vehicle in front of the host vehicle with respect to the host vehicle 1.

  Hereinafter, each component constituting the navigation device 2 will be described. The current position detection processing unit 11 includes a GPS 31 and the like, and includes the current position of the own vehicle 1 (hereinafter referred to as “own vehicle position”), the own vehicle direction, The travel distance, elevation angle, etc. can be detected. For example, it is possible to detect the turning speed of the three axes by the gyro sensor, and to detect the azimuth (horizontal direction) and the traveling direction of the elevation angle.

  The communication device 17 is configured to be able to receive the latest traffic information distributed from a probe center (not shown), a road traffic information center, and the like at predetermined time intervals (for example, every 5 minutes). Yes. The “traffic information” is, for example, detailed information related to traffic information such as travel time of each link, road traffic information regarding road traffic congestion, traffic regulation information due to road construction, building construction, and the like. In the case of road traffic information, the detailed information is the actual length of the traffic jam, the time when traffic congestion is expected to be resolved, and in the case of traffic regulation information, the duration of road construction, construction work, etc. The type of traffic regulation such as lane regulation, the time zone of traffic regulation, etc.

  The data recording unit 12 includes an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25, a traffic information database (traffic information DB) 27 stored in the hard disk, A driver (not shown) for reading a predetermined program and the like and writing predetermined data to the hard disk is provided.

  The map information DB 25 stores navigation map information 26 used for travel guidance and route search of the navigation device 2. In addition, the traffic information DB 27 is composed of the actual length of the traffic jam created by collecting traffic information received from the probe center, the road traffic information center, etc., the required time, the cause of the traffic jam, the time when the traffic jam is expected to be resolved, and the like. Current traffic information, which is information related to traffic congestion on the current road, is stored in association with the link ID of the navigation map information 26 corresponding to each traffic information.

  Here, the navigation map information 26 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, Search for intersection data related to intersections, node data related to node points, link data related to roads (links), search data for searching routes, facility data related to POI (Point of Interest) such as stores that are a type of facility, and points. Search data and the like.

  Node data includes actual road junctions (including intersections, T-junctions, etc.), junctions such as highway automobile national roads, urban expressways, etc., and each road at a predetermined distance according to the radius of curvature. Coordinate (position) of the set node, node elevation, node attribute indicating whether the node is a node corresponding to the intersection, etc., and a connection link number list that is a list of link IDs that are identification numbers of links connected to the node , Data related to an adjacent node number list that is a list of node numbers of nodes adjacent to each other via a link is recorded.

  Further, as link data, a link ID for specifying a link for each link constituting the road, a link length indicating the length of the link, a coordinate position (for example, latitude and longitude) of the start point and end point of the link, Data indicating presence / absence of median, link slope, road width to which link belongs, number of lanes, legal speed, level crossing, etc., for corners, indicate curvature radius, intersection, T-junction, corner entrance and exit, etc. Regarding the road type, in addition to general roads such as national roads, prefectural roads and narrow streets, data representing toll roads such as national highways, urban highways, general toll roads, and toll bridges are recorded. As link data, the white line indicating the boundary of the lane for each link (for example, the roadside belt, the lane boundary line, etc.) disappears, the start point and the end point of the thin section that cannot be recognized by the front photographing camera 76A. A coordinate position (for example, latitude and longitude) is recorded as data of the interrupted section.

  Furthermore, regarding toll roads, data relating to the toll road entrance and exit attachment roads (rampways), toll gates (interchanges), charges for each travel section, and the like are recorded. A toll road such as a national highway, a city highway, a car road, and a general toll road is referred to as a toll road. National roads, major local roads, prefectural roads, municipal roads, etc., excluding toll roads, are called general roads.

  In addition, as search data, data used for searching and displaying a route to a set destination is recorded, and costs for passing through a node (hereinafter referred to as node cost) and roads are configured. Cost data used for calculating a search cost including a link cost (hereinafter referred to as a link cost), route display data for displaying a guide route selected by the route search on a map of the liquid crystal display 15, and the like. It is configured. This link cost is data indicating the average travel time required to pass through the link, and is, for example, “3 (min)”.

The facility data includes hotel, amusement park, palace, hospital, gas station, parking lot, station, airport, ferry landing, interchange (IC), junction (JCT), service area, parking area (PA). POI names and addresses, telephone numbers, coordinate positions on the map (for example, latitude and longitude of the center position, entrance, exit, etc.), facility icons and landmarks that display the location of the facility on the map, etc. Are stored together with the facility ID that identifies the POI. In addition, a registered facility ID for specifying a registered facility such as a convenience store or a gas station registered by the user is also stored.
The contents of the map information DB 25 are updated by downloading update information distributed from the map information distribution center (not shown) via the communication device 17.

  As shown in FIG. 1, the navigation control unit 13 constituting the navigation device 2 is a working device that controls the entire navigation device 2, the CPU 41 as the control device, and the CPU 41 performs various arithmetic processes. In addition to being used as a memory, it has a RAM 42 for storing route data when a route is searched, an internal storage device such as a ROM 43 for storing control programs, a timer 45 for measuring time, etc. Yes. Further, the ROM 43 performs “automatic driving control processing” for determining the continuation of automatic driving, which will be described later, setting a new interruption section, setting the vehicle speed of the host vehicle 1 and the distance between the preceding vehicle and the host vehicle 1 (FIG. 2). Program) is stored.

  The operation unit 14 is operated when correcting the current position at the start of travel, inputting a departure point as a guidance start point and a destination as a guidance end point, or when searching for information about facilities, etc. Consists of keys and multiple operation switches. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches.

  Also, the liquid crystal display 15 includes map information currently traveling, map information around the destination, operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic Information, news, weather forecast, time, mail, TV program, etc. are displayed.

  Further, the speaker 16 outputs voice guidance or the like for guiding traveling along the guidance route based on an instruction from the navigation control unit 13. Here, the voice guidance to be guided includes, for example, “200m ahead, turn right at XX intersection”.

  The touch panel 18 is a transparent panel-like touch switch mounted on the display screen of the liquid crystal display 15. Various instruction commands can be input by pressing buttons or a map displayed on the screen of the liquid crystal display 15. It is possible to do the same. Note that the touch panel 18 may be configured by an optical sensor liquid crystal method or the like that directly presses the screen of the liquid crystal display 15.

[Automatic operation control processing]
Next, in the host vehicle 1 configured as described above, the process is executed by the CPU 41 of the navigation device 2 and includes determination of continuation of automatic driving, new setting of an interrupted section, determination of necessity of overtaking the preceding vehicle, etc. The “automatic operation control process” for performing the above will be described with reference to FIGS.

  In the program shown in the flowchart of FIG. 2, a guide route (scheduled travel route) in which a section where automatic driving control is performed on a toll road (automatic driving section) and an interruption section where automatic driving control cannot be performed is determined. Thus, after being transmitted to the vehicle control ECU 3, the process is executed every predetermined time, for example, every 100 milliseconds. Further, for example, when the automatic driving start button 61 is pressed and turned on in an automatic driving section on a toll road, the vehicle control ECU 3 indicates that automatic driving has started after starting automatic driving control. An automatic driving start signal is output to the navigation device 2.

  Here, the automatic operation start button 61 is switched between ON and OFF every time the user presses it. When the automatic driving start button 61 is turned on in a state where the vehicle travels in an automatic driving section (excluding a section set as an interruption section), the automatic driving control is started, while the automatic driving control is being executed. When it is turned OFF, the automatic operation control ends even during traveling in the automatic operation section, and the operation is switched to manual operation depending on the operation of the driver.

  As shown in FIG. 2, first, in step (hereinafter abbreviated as S) 11, the CPU 41 determines whether or not an automatic driving start signal indicating that automatic driving has started is input from the vehicle control ECU 3, that is, automatic A determination process for determining whether or not the operation start button 61 is ON is executed. And when it determines with the automatic driving | operation start button 61 being turned ON (S11: YES), it transfers to S14. On the other hand, if it is determined that the automatic operation start button 61 is not turned on (S11: NO), the CPU 41 proceeds to S12.

  In S12, the CPU 41 determines whether or not automatic driving control by the vehicle control ECU 3 is being executed. If it is determined that the automatic driving control by the vehicle control ECU 3 is being executed (S12: YES), the CPU 41 proceeds to S13. On the other hand, if it is determined that the automatic driving control by the vehicle control ECU 3 is not being executed (S12: NO), the CPU 41 ends the “automatic driving control process”.

  In S13, the CPU 41 executes an automatic operation control end process. Specifically, the CPU 41 transmits an instruction signal for terminating the automatic driving control to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 ends the automatic driving control, switches to manual driving depending on the operation of the driver, and ends the automatic driving control processing program.

  On the other hand, in S14, the CPU 41 determines whether or not the vehicle position is within the automatic driving section on the guide route based on the vehicle position detected by the current location detection processing unit 11 and the navigation map information 26. In addition, it is desirable to specify the vehicle position in detail using a high-precision location technology. Here, the high-accuracy location technology detects the white line and road surface paint information captured from the rear photographing camera 76B by image recognition, and further collates with the map information DB 25 that stores the white line and road surface paint information in advance. This is a technology that makes it possible to detect a traveling lane and a highly accurate vehicle position. The details of the high-accuracy location technology are already known and will be omitted.

  And when it determines with the own vehicle position not being in an automatic driving area (S14: NO), CPU41 transfers to the process of S12. On the other hand, when it is determined that the vehicle position is within the automatic driving section (S14: YES), the CPU 41 proceeds to the process of S15. In S15, the CPU 41 executes a sub-process (see FIG. 3) of the “interrupt section detection process”. In the sub-process of “interruption section detection process”, as described later, while the host vehicle 1 is traveling, the front photographing camera 76A or the like is used and the vehicle is traveled by automatic driving control outside the section that has already been set as the suspension section. This is a process of detecting a section where a situation that is difficult to perform is detected and newly setting the section as an interrupted section.

  Next, in S16, the CPU 41 determines whether or not the vehicle control ECU 3 is interrupting the automatic driving control. Here, even if the host vehicle 1 is traveling in the automatic driving section, the vehicle control ECU 3 interrupts the automatic driving control of the host vehicle 1 when the host vehicle 1 is located in the set interrupting section. Then, switch to manual operation depending on the driver's operation.

  If the vehicle control ECU 3 determines that the automatic driving control is not interrupted (S16: NO), the CPU 41 proceeds to S17. In S <b> 17, the CPU 41 determines whether or not the own vehicle 1 has entered the interruption section. The interruption section is set in advance for the guide route on which the host vehicle 1 travels. The interruption interval is also set in a sub-process (see FIG. 3) of “interruption interval detection process” described later.

  And when it determines with the own vehicle 1 having entered into the interruption area (S17: YES), CPU41 transfers to the process of S18. In S18, the CPU 41 executes the automatic operation control interruption process. Specifically, the CPU 41 transmits an interruption instruction signal indicating that automatic driving control is temporarily interrupted to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 temporarily stops the automatic driving control and switches to manual driving depending on the operation of the driver.

  On the other hand, when it is determined that the host vehicle 1 has not entered the interruption section (S17: NO), the CPU 41 proceeds to the process of S19 and does not transmit an interruption signal to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 continuously performs automatic driving control. In S <b> 19, after executing a sub-process (see FIG. 6) of “vehicle speed and inter-vehicle distance setting process” described later, the CPU 41 ends the “automatic driving control process”.

  On the other hand, when it is determined in S16 that the vehicle control ECU 3 is interrupting the automatic driving control (S16: YES), the CPU 41 proceeds to S20. In S20, the CPU 41 executes a determination process for determining whether or not the host vehicle 1 has left the suspended section. And when it determines with the own vehicle 1 not leaving the interruption area (S20: NO), CPU41 continues interruption of automatic driving control by vehicle control ECU3, and the said "automatic driving control process" Exit.

  On the other hand, when it is determined that the host vehicle 1 has left the interrupted section (S20: YES), the CPU 41 proceeds to the process of S21. In S21, the CPU 41 executes the automatic operation control restart process. Specifically, the CPU 41 transmits a restart instruction signal for restarting the automatic driving control that has been interrupted to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 resumes the interrupted automatic driving control and switches from manual driving to automatic driving control that does not depend on the operation of the driver. Thereafter, the CPU 41 ends the “automatic operation control process”.

[Intermediate section detection]
Next, the sub-process of the “intermediate section detection process” executed by the CPU 41 in S15 will be described with reference to FIG. As shown in FIG. 3, first, in S <b> 111, the CPU 41 acquires the vehicle position based on the detection result of the current location detection processing unit 11. In addition, it is desirable to specify the vehicle position in detail using a high-precision location technology. In S112, the CPU 41 acquires route information ahead of the traveling direction of the host vehicle 1. For example, route information within 1 km is acquired along the guidance route (scheduled travel route) from the vehicle position.

  Subsequently, in S113, the CPU 41 executes a determination process for determining whether or not it is connected to a traffic information server such as an external server or a road traffic information center in which an interruption history of automatic driving control of other vehicles is stored. If it is determined that the vehicle 41 is connected to a traffic information server such as an external server or a road traffic information center that stores the interruption history of automatic driving control of other vehicles (S113: YES), the CPU 41 proceeds to S114. Transition to processing. In S <b> 114, the CPU 41 obtains the latest automatic driving control interruption history and the latest in the section ahead of the traveling direction of the host vehicle 1 (hereinafter referred to as “detection target section”) from which the route information is acquired from the traffic information server in S <b> 112. Get traffic information.

  On the other hand, when it is determined that it is not connected to an external server or a traffic information server such as a road traffic information center that stores the interruption history of the automatic driving control of other vehicles (S113: NO), the CPU 41 Transition to processing. In S115, the CPU 41 determines whether or not a front photographing camera 76A, a millimeter wave radar 77, a sensor, and the like for detecting the external environment of the vehicle are connected to the vehicle control ECU 3. Examples of the sensor include a rain sensor and an illuminance sensor for detecting rain and snow.

  If it is determined that the front photographing camera 76A, the millimeter wave radar 77, the sensor, and the like for detecting the external environment of the vehicle are connected to the vehicle control ECU 3 (S115: YES), the CPU 41 performs S116. Move on to processing. In S <b> 116, the CPU 41 requests the vehicle control ECU 3 to detect the external environment around the host vehicle 1 using the front photographing camera 76 </ b> A, the millimeter wave radar 77, a sensor, and the like and transmit each detection data. To do. On the other hand, when it is determined that the front photographing camera 76A for detecting the external environment of the vehicle, the millimeter wave radar 77, the sensor, and the like are not connected to the vehicle control ECU 3 (S115: NO), the CPU 41 performs S117. Move on to processing.

  In S117, the CPU 41, among the sections ahead of the traveling direction of the host vehicle 1 that acquired the route information in S112 based on the interruption history and traffic information acquired in S114 and the external environment detected in S116, has already It is determined whether or not there is a section in which a situation where it is difficult to cause the automatic driving control to run is performed except for the section set as the suspension section. When the CPU 41 determines that there is a section in which a situation where it is difficult to cause the vehicle to travel by the automatic driving control exists, the CPU 41 newly specifies the section as an interrupted section.

  Note that the interrupted section specified in S117 was not specified at the time of route search, but is an interrupted section that can be specified for the first time when the host vehicle 1 reaches the site. For example, the CPU 41 performs the following (1 The section corresponding to any of the conditions (4) to (4) is specified as an interrupted section.

(1) A section in which no interruption history existed when searching for a route, but a new interruption history occurred when another vehicle interrupted the automatic driving control before the host vehicle 1 arrived at the site.
(2) A section in which a lane restriction is newly generated due to an accident, a construction work, a fallen object, or the like after the route search, and it is impossible to determine which lane is the restricted lane.
(3) When the road surface is imaged by the front photographing camera 76A, the white line demarcation lines (for example, roadside belts, roadway center lines, lane boundary lines, etc.) indicating the boundaries of the traveling lane disappear or are photographed in front. A section in which it is newly detected that the captured image of the camera 76A is thin enough to be unrecognizable.
(4) A section that cannot be predicted at the time of route search but is difficult to detect by the front-facing camera 76 </ b> A or the sensor or difficult to control the vehicle (for example, heavy rain, heavy fog, snow cover, road surface freezing).

  Subsequently, in S118, the CPU 41 executes a determination process for determining whether or not an interrupted section is newly specified in S117. If it is determined that the interrupted section is not newly specified (S118: NO), the CPU 41 ends the sub-process of the “interrupt section detection process” without setting a new interrupted section. Then, returning to the main flowchart, the process proceeds to S16.

  On the other hand, when it is determined that the interrupted section is newly specified (S118: YES), the CPU 41 proceeds to the process of S119. In S <b> 119, the CPU 41 executes a sub-process (see FIG. 4) of “interrupt section joining process” described later. In addition, the sub-process of “interrupt section joining process” is set as one continuous interrupt section by connecting the interrupt sections continuously arranged along the guide route satisfying certain conditions as will be described later. It is processing. That is, since a new interrupted section is specified in S117, it is determined whether to join the interrupted sections for the new interrupted section. If necessary, the interrupted sections are combined (see FIG. 5). .

  In S120, the CPU 41 resets a section for performing automatic driving control of the guidance route (automatic driving section) and an interrupting section for which automatic driving control cannot be performed according to the newly specified and combined interrupted section. To the vehicle control ECU 3. Thereafter, the CPU 41 ends the sub-process of the “interruption section detection process”, returns to the main flowchart, and proceeds to the process of S16.

  Thereby, CPU71 of vehicle control ECU3 changes the control content of automatic driving control according to a new guidance route. Specifically, the CPU 71 changes the control content so that automatic operation control is not performed in a section newly set as an interrupted section. In addition, the CPU 71 makes a change when it is necessary to change the control content of the automatic operation control in other sections. As a result, the CPU 71 can perform the automatic operation control reflecting the newly specified and combined interrupted section.

[Join processing of interrupted sections]
Next, the sub-process of “interrupt section joining process” executed by the CPU 41 in S119 will be described with reference to FIGS. As shown in FIG. 4, first, in S211, the CPU 41 includes a plurality of interrupted sections on the guide route including the interrupted section newly specified in S117 for the guide route to be processed. A determination process for determining whether or not is executed. If it is determined that only one interruption section is included or no interruption section is included (S211: NO), the CPU 41 does not combine the interruption sections and performs the “interruption section combination process”. The sub-process is terminated, the process returns to the “interrupt section detection process” sub-process, and the process proceeds to S120.

  On the other hand, when it is determined that a plurality of interrupted sections are included on the guide route as a processing target (S211: YES), the CPU 41 proceeds to the process of S212. Here, the subsequent processes of S212 to S218 are performed for each interruption section included in the guide route to be processed. First, processing is executed for the interruption section that is closest to the departure place, and thereafter, processing is executed in order from the interruption section that is closest to the departure place. And the process of S212-S218 is performed for the interruption area one side before the interruption area in the most destination side. Thereafter, the CPU 41 ends the sub-process of the “interrupt section joining process”, returns to the sub-process of the “interrupt section detection process”, and proceeds to the process of S120.

  In S212, the CPU 41 obtains the start point X1, end point X2, and distance L1 (= | X2-X1 |) of the interrupted section to be processed. In step S213, the CPU 41 starts and stops the next start point Y1, end point Y2, and distance L2 (interrupt section set adjacent to the destination side of the interrupt section to be processed). = | Y2-Y1 |) respectively.

  Subsequently, in S <b> 214, the CPU 41 determines an interruption interval to be processed (hereinafter referred to as “first interruption interval”) and an interruption interval to be processed next (hereinafter referred to as “second interruption interval”). A distance L3 (= | X2-Y1 |) is calculated. And in S215, CPU41 estimates the vehicle speed V of the vehicle which drive | works between the 1st interruption area and the 2nd interruption area.

  The vehicle speed V may be the legal speed (for example, 80 km / hour) of the currently running link specified based on the navigation map information 26, or the average vehicle speed of the corresponding section obtained from the current traffic information and probe information. It is good. In addition, it is desirable to predict in consideration of traffic information such as traffic jam information. Further, the vehicle speed of the host vehicle 1 at the current time (that is, when a new interruption section is specified) is acquired using the vehicle speed sensor 51, and the acquired vehicle speed travels between the first interruption section and the second interruption section. The vehicle speed V of the host vehicle 1 is preferably estimated.

  Thereafter, in S216, the CPU 41 travels from the end point of the first interrupted section to the start point of the second interrupted section based on the distance L3 calculated in S214 and the vehicle speed V predicted in S215. The required time Z (= L3 / V) required for the calculation is calculated. Subsequently, in S217, the CPU 41 determines whether or not the required time Z calculated in S216 is equal to or less than a predetermined time threshold.

  Here, in S217, the time threshold value that is the determination criterion for the required time Z is set based on, for example, the road type and the road shape, and the switching interval between the automatic driving control and the manual driving based on the driver's operation is set to the user. For example, the upper limit time that is judged to be complicated is set to 1 minute, for example. In S217, it is determined whether or not the required time Z is equal to or less than the time threshold, and whether or not the distance L3 between the first interruption interval and the second interruption interval is equal to or less than the distance threshold (for example, 1 km). It is good also as a structure. Note that the user may set a time threshold value or a distance threshold value.

  When it is determined that the required time Z calculated in S216 is longer than the predetermined time threshold (S217: NO), the CPU 41 returns to the process of S212 and changes the interruption section to be processed. , S212 and the subsequent processes are executed again. On the other hand, when it is determined that the required time Z calculated in S216 is equal to or less than the predetermined time threshold (S217: YES), the CPU 41 proceeds to the process of S218.

  In S218, the CPU 41 connects the first suspension section and the second suspension section, and sets it as one continuous suspension section. Thereafter, the CPU 41 returns to the process of S212, changes the interruption section to be processed, and then executes the processes after S212 again. Then, after the processing of S212 to S218 has been performed for the interruption section one before the interruption section closest to the destination side, the CPU 41 ends the sub-process of the “interruption section combination process” Then, the process returns to the sub-process of “interrupt section detection process”, and proceeds to the process of S120.

  For example, as shown in FIG. 5, the case where two interruption sections A and B are set adjacently along the guide route will be described. In this case, unless the interruption sections are combined in S218, automatic operation control is performed up to the point X1, and manual operation is performed from the point X1 to the point X2 according to the operation of the driver. Then, the automatic driving control is performed from the point X2 to the point Y1, the manual driving depending on the operation of the driver is performed from the point Y1 to the point Y2, and the automatic driving control is performed after the point Y2. Therefore, switching between automatic operation control and manual operation is frequently performed.

  On the other hand, when the suspension section A and the suspension section B are connected in S218 and a new suspension section C starting from X1 and ending at Y2 is set, the driver continues from point X1 to point Y2. Since manual operation depending on operation is performed, frequent switching between automatic operation control and manual operation can be prevented.

[Vehicle speed and distance setting processing]
Next, the sub-process of “vehicle speed and inter-vehicle distance setting process” executed by the CPU 41 in S19 will be described with reference to FIG. As shown in FIG. 6, first, in S <b> 311, the CPU 41 determines whether or not a preceding vehicle traveling in front of the traveling lane on which the host vehicle 1 travels is within a predetermined distance from the host vehicle 1, for example, within 100 m. A determination process for determining

  Specifically, the CPU 41 requests the vehicle control ECU 3 to transmit the relative position and the relative speed with respect to the own vehicle 1 detected for each of the surrounding vehicles in front of the own vehicle. The CPU 71 of the vehicle control ECU 3 performs image processing on the image signal input from the front shooting camera 76 </ b> A, and detects the relative position of the surrounding vehicle in front of the host vehicle with respect to the host vehicle 1. Further, the CPU 71 detects the relative position and relative speed of the surrounding vehicle ahead of the host vehicle with respect to the host vehicle 1 based on the distance to the surrounding vehicle and the relative speed data of the surrounding vehicle input from the millimeter wave radar 77. And CPU71 transmits the relative position and relative speed with respect to the own vehicle 1 which were detected about each of the surrounding vehicles ahead of the own vehicle to the navigation apparatus 2.

  Then, the CPU 41 stores the relative position and relative speed of the surrounding vehicle ahead of the host vehicle received from the vehicle control ECU 3 with respect to the host vehicle 1 in the RAM 42. Then, the CPU 41 reads the relative position and relative speed of the surrounding vehicle ahead of the host vehicle received from the vehicle control ECU 3 from the RAM 42, and a predetermined distance from the host vehicle 1 ahead of the travel lane on which the host vehicle 1 travels. Within, for example, whether there is a preceding vehicle within 100 m.

  If it is determined that the preceding vehicle is present within a predetermined distance from the own vehicle 1, for example, within 100 m ahead of the traveling lane in which the own vehicle 1 is traveling (S311: YES), the CPU 41 proceeds to the process of S312. Transition. In S <b> 312, the CPU 41 executes a sub-process (see FIG. 7) of “inter-vehicle distance setting process” to be described later, ends the sub-process of the “vehicle speed and inter-vehicle setting process”, and returns to the main flowchart. On the other hand, when it is determined that there is no preceding vehicle within a predetermined distance from the own vehicle 1, for example, within 100 m ahead of the traveling lane in which the own vehicle 1 travels (S311: NO), the CPU 41 performs the process of S313. Migrate to

  In S313, the CPU 41 reads out the legal speed of the currently traveling link from the navigation map information 26 and transmits speed instruction information for instructing the vehicle control ECU 3 to set the legal speed to the set speed V1. Thereafter, the sub-process of the “vehicle speed and inter-vehicle distance setting process” is ended, and the process returns to the main flowchart. As a result, when the speed instruction information is received, the CPU 71 of the vehicle control ECU 3 sets the set speed V1 of the host vehicle 1 to the legal speed and continues the automatic driving.

[Vehicle distance setting processing]
Next, the sub-process of the “inter-vehicle distance setting process” executed by the CPU 41 in S312 will be described with reference to FIGS. As shown in FIG. 7, first, in S <b> 411, the CPU 41 acquires the vehicle position based on the detection result of the current location detection processing unit 11. Then, the CPU 41 acquires from the navigation map information 26 the coordinate position of the merging point located on the guide route ahead of the traveling direction of the host vehicle 1 from the host vehicle position and stores it in the RAM 42. For example, the junction point is a connection point between a link on a toll road on which the vehicle 1 travels and a link on the rampway connected from the interchange entrance.

  In S412, the CPU 41 reads the relative speed of the preceding vehicle acquired in S311 with respect to the host vehicle 1 from the RAM 42. Further, the CPU 41 acquires the current vehicle speed of the host vehicle 1 using the vehicle speed sensor 51, adds the relative speed of the preceding vehicle to the host vehicle 1 to the vehicle speed of the host vehicle 1, and obtains the speed V2 of the preceding vehicle. Calculate and store in RAM. Thereafter, in S413, the CPU 41 requests the vehicle control ECU 3 to transmit the set speed V1 set by the driver of the host vehicle 1. Then, the CPU 41 stores the set speed V1 received from the vehicle control ECU 3 in the RAM 42.

  Thereafter, in S414, the CPU 41 sets a deceleration start position at which the host vehicle 1 starts natural deceleration, that is, a deceleration start position at which the accelerator is turned OFF and gradually starts deceleration before the junction point. A sub-process (see FIG. 8) of the “setting process” is executed. Note that the sub-process of the “deceleration start position setting process” is a second inter-vehicle distance L6 (see FIG. 9) at which the other vehicle can smoothly interrupt between the host vehicle 1 and the preceding vehicle at the junction as described later. For example, in order to set the distance traveled for 5 seconds at the speed V2 of the preceding vehicle, the coordinate position of the deceleration start position for starting the natural deceleration of the host vehicle 1 is acquired and stored in the RAM 42.

  Subsequently, in S415, the CPU 41 acquires the vehicle position based on the detection result of the current location detection processing unit 11. Further, the CPU 41 reads from the RAM 42 the coordinate position of the deceleration start position where the natural deceleration is started from the RAM 42. Then, the CPU 41 determines whether or not the host vehicle position is a deceleration start position at which the host vehicle 1 starts natural deceleration, for example, whether or not the host vehicle position is within 3 m from the deceleration start position. Execute. And when it determines with the own vehicle position being the deceleration start position which starts the natural deceleration of the own vehicle 1 (S415: YES), CPU41 transfers to the process of S416.

  In S416, the CPU 41 instructs the vehicle control ECU 3 to start natural deceleration and set the distance between the preceding vehicle and the preceding vehicle to a distance that travels for 5 seconds at the second inter-vehicle distance L6, for example, the speed V2 of the preceding vehicle. Send a deceleration start instruction. As a result, the CPU 71 of the vehicle control ECU 3 controls an unillustrated engine device or the like, turns the accelerator off, and gradually starts deceleration. At the same time, the CPU 71 starts measuring the distance to the preceding vehicle input from the millimeter wave radar 77. When the inter-vehicle distance between the host vehicle 1 and the preceding vehicle has increased to the second inter-vehicle distance L6, the CPU 71 generates an inter-vehicle distance signal that informs that the distance to the preceding vehicle has become the second inter-vehicle distance L6. It transmits to the navigation apparatus 2.

  Note that the CPU 71 uses the vehicle speed sensor 51 to acquire the vehicle speed V1 of the host vehicle 1 when the inter-vehicle distance between the host vehicle 1 and the preceding vehicle has increased to the second inter-vehicle distance L6. Further, the CPU 71 requests the navigation device 2 to notify the legal speed, and acquires the legal speed from the navigation device 2. Subsequently, the CPU 71 continues the natural deceleration until the vehicle speed of the host vehicle 1 reaches the legal speed, and then transmits an inter-vehicle distance signal to the navigation device 2 informing that the distance to the preceding vehicle has become the second inter-vehicle distance L6. To do.

  In S417, when the CPU 41 receives the inter-vehicle distance signal from the vehicle control ECU 3, the CPU 41 reads the speed V2 of the preceding vehicle from the RAM 42. Then, the CPU 41 sets the vehicle speed of the host vehicle 1 to the speed V2 and instructs the vehicle control ECU 3 to travel while maintaining the second inter-vehicle distance L6 with the current preceding vehicle. Send. That is, the CPU 41 sets the inter-vehicle distance before the junction point to the second inter-vehicle distance L6, and then ends the sub-process of the “inter-vehicle distance setting process” and returns to the main flowchart. On the other hand, when the CPU 71 of the vehicle control ECU 3 receives the first travel instruction, the vehicle speed of the host vehicle 1 is set to the speed V2, and the inter-vehicle distance between the host vehicle 1 and the preceding vehicle is set to the second inter-vehicle distance L6. In this state, drive to the junction.

  On the other hand, when it is determined in S415 that the vehicle position is not the deceleration start position at which the vehicle 1 starts natural deceleration (S415: NO), the CPU 41 proceeds to the process of S418. In S418, the CPU 41 acquires the own vehicle position based on the detection result of the current location detection processing unit 11. Further, the CPU 41 reads the coordinate position of the merge point from the RAM 42. And CPU41 performs the determination process which determines whether the own vehicle position is located in a junction, for example, whether the own vehicle position is located within 3 m from a junction. And when it determines with the own vehicle position being located in a merge point (S418: YES), CPU41 transfers to the process of S419.

  In S419, the CPU 41 reads the speed V2 of the preceding vehicle from the RAM 42, sets the vehicle speed of the host vehicle 1 to the speed V2 with respect to the vehicle control ECU 3, and sets the second vehicle distance with the preceding vehicle set in front of the junction. A first traveling instruction for instructing to travel while maintaining the distance L6 is transmitted again. Thereafter, the CPU 41 ends the sub-process of the “inter-vehicle distance setting process” and returns to the main flowchart. On the other hand, when the CPU 71 of the vehicle control ECU 3 receives the first travel instruction again, the vehicle speed of the host vehicle 1 is set to the speed V2, and the inter-vehicle distance from the preceding vehicle is set to the second inter-vehicle distance L6. Then, drive at the junction.

  For example, as shown in FIG. 10, the inter-vehicle distance between the host vehicle 1 and the preceding vehicle 81 is set to the second inter-vehicle distance L 6 before the junction 85 between the toll road 82 and the ramp way 83. And since the own vehicle 1 and the preceding vehicle 81 travel along the junction 85 while maintaining the second inter-vehicle distance L6, the other vehicle 86 that has traveled on the rampway 83 is the host vehicle 1 and the preceding vehicle 81. It is possible to travel on the toll road 82 by smoothly interrupting. Further, the CPU 71 of the vehicle control ECU 3 can continue the automatic driving control that does not depend on the operation of the driver.

  On the other hand, when it is determined in S418 that the vehicle position is not located at the joining point (S418: NO), the CPU 41 proceeds to the process of S420. In S420, the CPU 41 reads the set speed V1 of the host vehicle 1 and the speed V2 of the preceding vehicle from the RAM 42, and executes a determination process for determining whether the set speed V1 is faster than the speed V2 of the preceding vehicle. When it is determined that the set speed V1 is faster than the speed V2 of the preceding vehicle (S420: YES), the CPU 41 proceeds to the process of S421.

  In S421, the CPU 41 instructs the vehicle control ECU 3 to set the inter-vehicle distance between the host vehicle 1 and the preceding vehicle to a normal first inter-vehicle distance L5 (see FIG. 9), for example, at the speed V2 of the preceding vehicle for 3.5 seconds. After transmitting the second travel instruction for setting the travel distance and instructing the travel, the sub-process of the “inter-vehicle distance setting process” is terminated and the process returns to the main flowchart. On the other hand, when the CPU 71 of the vehicle control ECU 3 receives the second traveling instruction, the CPU 71 controls the driving of an unillustrated engine device, brake device, electric power steering, etc., and determines the distance between the host vehicle 1 and the preceding vehicle. The vehicle travels in a state set to the inter-vehicle distance L5.

  If the distance between the host vehicle 1 and the preceding vehicle is shorter than the distance traveled for 3 seconds at the speed V2 of the preceding vehicle, the driver can drop the vehicle with a margin when the fallen object is on the traveling lane. It is difficult to discover things. Further, when the distance between the host vehicle 1 and the preceding vehicle is longer than the distance traveled for 4 seconds at the speed V2 of the preceding vehicle, it is easy for another vehicle to interrupt between the host vehicle 1 and the preceding vehicle.

  Accordingly, the distance between the host vehicle 1 and the preceding vehicle during normal traveling is not less than the distance traveled for 3 seconds at the speed V2 of the preceding vehicle and not more than the distance traveled for 4 seconds at the speed V2 of the preceding vehicle. Is preferred. Thereby, even if a fallen object is on the traveling lane, the driver of the own vehicle 1 can find it with a margin, and other vehicles are unlikely to interrupt between the own vehicle 1 and the preceding vehicle. It is possible to prevent interruption of automatic operation control.

  On the other hand, when it is determined in S420 that the set speed V1 is equal to or lower than the speed V2 of the preceding vehicle (S420: NO), the CPU 41 proceeds to the process of S422. In S <b> 422, the CPU 41 transmits a third travel instruction for instructing the vehicle control ECU 3 to travel at the set speed V <b> 1, and then ends the sub-process of the “inter-vehicle distance setting process” and returns to the main flowchart. . On the other hand, when the CPU 71 of the vehicle control ECU 3 receives the third travel instruction, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering, etc., and travels at the set speed V1.

[Deceleration start position acquisition processing]
Next, sub-processing of “deceleration start position acquisition processing” executed by the CPU 41 in S414 will be described with reference to FIGS. As shown in FIG. 8, first, in S <b> 511, the CPU 41 acquires calculation data for calculating the deceleration start position and stores it in the RAM 42. Specifically, the CPU 41 obtains the current vehicle speed of the host vehicle 1 using the vehicle speed sensor 51 and stores it in the RAM 42 as the vehicle speed V1 of the host vehicle 1 and the speed V2 (= V1) of the preceding vehicle. The vehicle speed V1 of the host vehicle 1 during normal travel is set to the same speed as the speed V2 of the preceding vehicle, and the inter-vehicle distance between the host vehicle 1 and the preceding vehicle is maintained at the first inter-vehicle distance L5 ( S421, see FIG. 9).

Further, the CPU 41 requests the vehicle control ECU 3 to transmit a natural deceleration α (m / sec ² ) when the host vehicle 1 is naturally decelerated. The CPU 71 of the vehicle control ECU 3 stores the natural deceleration α (m / sec ² ) stored in advance from the ROM 73, for example, α = 0.02G (G≈9.8 (m / sec ² ), 0.02G = 0.0.0). 196 (m / sec ² )) is read and transmitted to the navigation device 2. Then, the CPU 41 stores the natural deceleration α (m / sec ² ) received from the vehicle control ECU 3 in the RAM 42.

  Subsequently, in S512, the CPU 41 sets the coordinate position of the deceleration start position and stores it in the RAM. Specifically, as shown in FIG. 9, the CPU 41 travels the host vehicle 1 from the deceleration start position 88 of the host vehicle 1 until the inter-vehicle distance between the host vehicle 1 and the preceding vehicle 81 becomes the second inter-vehicle distance L6. The distance is D1 (m), and the traveling distance of the preceding vehicle 81 is D2 (m).

  Then, the CPU 41 calculates the travel time T1 of the host vehicle 1 and the preceding vehicle 81 from the deceleration start position 88 of the host vehicle 1 until the inter-vehicle distance between the host vehicle 1 and the preceding vehicle 81 becomes the second inter-vehicle distance L6. 11), (12), and (13) are calculated and stored in the RAM 42. Then, the CPU 41 acquires, from the navigation map information 26, the coordinate position of the position in front of the traveling direction of the host vehicle 1 by a distance L7 obtained by multiplying the traveling time T1 by the speed V2 of the preceding vehicle 81 from the starting point 85A of the merging point 85. The coordinate position of the deceleration start position 88 is stored in the RAM 42.

D1 = 0 + V2 × T1-0.5 × α × T1 ² (11)
D2 = V2 × 3.5 + V2 × T1 (12)
D2-D1 = V2 × 5 (13)

For example, the speed V2 of the preceding vehicle 81 = 120 (km / hour), that is, V2 = 33.3 (m / sec), and the natural deceleration α of the host vehicle 1 = 0.2 G = 0.196 (m / sec ^2). ), T1≈22.6 (sec). Therefore, the CPU 41 determines the coordinate position of the position on the near side in the traveling direction of the host vehicle 1 by 33.3 (m / sec) × 22.6 (sec) = 753 (m) from the start point 85A of the merge point 85. 26, and is stored in the RAM 42 as the coordinate position of the deceleration start position 88. That is, the CPU 41 sets the deceleration start position to a position 753 (m) in front of the traveling direction of the host vehicle 1 from the start point 85A of the merge point 85.

  Subsequently, as shown in FIG. 8, in S513, the CPU 41 determines the vehicle speed V3 of the host vehicle 1 when the inter-vehicle distance between the host vehicle 1 and the preceding vehicle becomes the second inter-vehicle distance L6 (14) Is calculated and stored in the RAM 42. Here, V2 is the vehicle speed of the preceding vehicle. α is the natural deceleration of the host vehicle 1. T1 is the travel time of the host vehicle 1 and the preceding vehicle from the deceleration start position of the host vehicle 1 until the distance between the host vehicle 1 and the preceding vehicle becomes the second inter-vehicle distance L6.

  V3 = V2-α × T1 (14)

For example, as shown in FIG. 9, the speed V2 of the preceding vehicle 81 is 120 (km / hour), that is, V2 is 33.3 (m / sec), and the natural deceleration α of the host vehicle 1 is 0.2 G = 0. .196 (m / sec ² ), and when the traveling time T1 of the host vehicle 1 and the preceding vehicle 81 is approximately 22.6 (sec), V3 = 104.1 (km / hour).

  Then, as shown in FIG. 8, in S <b> 514, the CPU 41 reads the legal speed V <b> 4 of the currently traveling link from the navigation map information 26 and stores it in the RAM 42. Subsequently, in S515, the CPU 41 determines whether or not the vehicle speed V3 of the host vehicle 1 is higher than the legal speed V4 when the inter-vehicle distance between the host vehicle 1 and the preceding vehicle becomes the second inter-vehicle distance L6. A determination process for determining is executed.

  When it is determined that the vehicle speed V3 of the host vehicle 1 is equal to or lower than the legal speed V4 when the inter-vehicle distance between the host vehicle 1 and the preceding vehicle becomes the second inter-vehicle distance L6 (S515: NO) The CPU 41 determines that the other vehicle can smoothly interrupt between the host vehicle 1 and the preceding vehicle at the junction point, ends the sub-process of the “deceleration start position acquisition process”, and performs the “inter-vehicle distance setting process”. ”And the process proceeds to S415.

  On the other hand, when it is determined that the vehicle speed V3 of the own vehicle 1 is higher than the legal speed V4 when the inter-vehicle distance between the own vehicle 1 and the preceding vehicle becomes the second inter-vehicle distance L6 (S515: YES) The CPU 41 determines that it is difficult for the other vehicle to interrupt smoothly between the host vehicle 1 and the preceding vehicle at the junction point, and the process proceeds to S516.

  In S516, the CPU 41 calculates a time T2 from the deceleration start position of the host vehicle 1 until the vehicle speed V1 (= V2) of the host vehicle is decelerated by natural deceleration to the legal speed V4 by the following equation (15), and the RAM 42 To remember. α is the natural deceleration of the host vehicle 1.

  T2 = (V1-V4) ÷ α (15)

  In S517, the CPU 41 acquires from the navigation map information 26 the coordinate position of the position in front of the traveling direction of the host vehicle 1 by a distance L8 obtained by multiplying the traveling time T2 by the speed V2 of the preceding vehicle from the start point of the merge point. The coordinate position of the deceleration start position is stored again in the RAM 42. That is, the CPU 41 resets the deceleration start position. Thereafter, the CPU 41 ends the sub-process of the “deceleration start position acquisition process”, returns to the sub-process of the “inter-vehicle distance setting process”, and proceeds to the process of S415.

  For example, as shown in FIG. 9, when the inter-vehicle distance between the host vehicle 1 and the preceding vehicle 81 becomes the second inter-vehicle distance L6, the vehicle speed V3 of the host vehicle 1 is the legal speed V4 = 100 (km / hour). It is assumed that V3 = 104.1 (km / hour) = 28.9 (m / sec), which is faster than = 27.8 (m / sec). In this case, the CPU 41 determines the legal speed V4 = 100 (km / hour) = 27.8 (m / sec) from the vehicle speed V2 of the host vehicle 1 = 120 (km / hour) = 33.3 (m / sec). T2 = (33.3-27.8) ÷ α = (33.3-27.8) ÷ 0.196 = 28.1 (sec) is calculated and stored in the RAM 42.

  Then, the CPU 41 determines the coordinate position of the position on the near side in the traveling direction of the host vehicle 1 by 33.3 (m / sec) × 28.1 (sec) = 936 (m) from the starting point 85A of the junction 85. 26, and is stored again in the RAM 42 as the coordinate position of the deceleration start position 88. That is, the CPU 41 resets the deceleration start position from the start point 85A of the merge point 85 to a position on the near side 936 (m) of the host vehicle 1 in the traveling direction.

  As described above in detail, in the host vehicle 1 according to the present embodiment, the CPU 41 of the navigation device 2 allows the preceding vehicle and the host vehicle 1 when there is no junction point ahead of the road on which the host vehicle 1 is traveling. Is set to a first inter-vehicle distance L5 that makes it difficult for other vehicles to interrupt, for example, a distance that travels for 3.5 seconds at the speed V2 of the preceding vehicle. As a result, it is possible to form a first inter-vehicle distance L5 between the preceding vehicle and the host vehicle 1 that is safe and difficult to interrupt other vehicles. Accordingly, it is possible to suppress interruption of another vehicle between the preceding vehicle and the own vehicle 1, and it is possible to suppress interruption of automatic driving due to interruption of the other vehicle between the preceding vehicle and the own vehicle 1. Become.

  If the CPU 41 of the navigation device 2 determines that there is a junction point ahead of the road on which the host vehicle 1 is traveling, the inter-vehicle distance between the preceding vehicle and the host vehicle 1 before the junction point. Is set to the second inter-vehicle distance L6, for example, the distance traveled for 5 seconds at the speed V2 of the preceding vehicle. As a result, the distance between the preceding vehicle and the own vehicle 1 is longer than the first inter-vehicle distance L5, and the other vehicle changes the lane that is determined in advance at the junction point, so that the distance between the preceding vehicle and the own vehicle 1 is increased. The second inter-vehicle distance L6 that is easy to enter can be formed. Accordingly, the other vehicle can change the predetermined lane at the junction and smoothly interrupt between the preceding vehicle and the own vehicle 1 and the other vehicle can be inserted between the preceding vehicle and the own vehicle 1. It is possible to suppress interruption of automatic operation due to interruption.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. In the embodiment of the present invention, the vehicle control ECU 3 does not depend on the driver's operation to control all the operations of the accelerator operation, the brake operation, and the steering wheel operation, which are the operations related to the behavior of the vehicle among the operations of the vehicle. It has been described as automatic operation. However, the automatic driving that does not depend on the driver's operation means that the vehicle control ECU 3 controls at least one of the accelerator operation, the brake operation, and the steering wheel operation, which is an operation related to the behavior of the vehicle among the vehicle operations. Good.

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

For example, the first configuration is as follows.
When it is determined that there is no junction point ahead of the road on which the host vehicle is traveling, it is determined that the junction point is in front of the road on which the host vehicle is traveling. The vehicle is provided with a deceleration start point setting means for setting a deceleration start point for starting deceleration of the vehicle speed of the host vehicle, the deceleration start point setting means being configured to reduce the vehicle speed of the host vehicle at a predetermined deceleration. The deceleration start point so that the difference between one travel distance and the second travel distance from the time when the preceding vehicle starts decelerating is the difference between the second inter-vehicle distance and the first inter-vehicle distance. Is set in front of the merging point.
According to the driving support apparatus having the above-described configuration, the host vehicle running with the first inter-vehicle distance formed between the preceding vehicle and the host vehicle starts from the deceleration start point set before the junction. The vehicle speed is decelerated at a predetermined deceleration to travel the first travel distance. As a result, the host vehicle can reliably form the second inter-vehicle distance between the preceding vehicle and the host vehicle at the junction.

The second configuration is as follows.
The deceleration start point setting means includes vehicle speed determination means for determining whether the vehicle speed when the travel distance of the host vehicle reaches the first travel distance is faster than the legal speed, and the deceleration start point setting means When it is determined that the vehicle speed when the travel distance of the host vehicle reaches the first travel distance is faster than the legal speed, the legal speed and the vehicle speed when the travel distance of the host vehicle reaches the first travel distance are determined. Based on the speed, the deceleration start point is reset so that the vehicle speed of the host vehicle is equal to or lower than the legal speed before the junction point.
According to the driving support device having the above-described configuration, the host vehicle travels by decelerating the vehicle speed of the host vehicle at a predetermined deceleration from the deceleration start point reset before the junction point. The vehicle speed can be reduced below the legal speed. As a result, it is possible to form an inter-vehicle distance greater than or equal to the second inter-vehicle distance between the preceding vehicle and the host vehicle, and the other vehicle changes the predetermined lane at the junction and changes the preceding vehicle and the host vehicle. It becomes possible to interrupt more smoothly between

The third configuration is as follows.
The passage determination means for determining whether or not the own vehicle has passed the merging point, and the vehicle and the preceding vehicle before the merging point until it is determined that the own vehicle has passed the merging point. When the vehicle speed of the host vehicle is controlled so as to maintain the inter-vehicle distance equal to or greater than the second inter-vehicle distance, and the vehicle speed of the preceding vehicle is accelerated before it is determined that the host vehicle has passed the junction point And vehicle speed control means for controlling the vehicle so as to pass through the junction while maintaining the vehicle speed of the host vehicle.
According to the driving support apparatus having the above configuration, the inter-vehicle distance that is equal to or greater than the second inter-vehicle distance is maintained between the own vehicle and the preceding vehicle in front of the merge point until it is determined that the own vehicle has passed the merge point. Therefore, the other vehicle can make a predetermined lane change at the junction and smoothly interrupt between the preceding vehicle and the host vehicle. In addition, even if the vehicle speed of the preceding vehicle is accelerated before it is determined that the host vehicle has passed the junction, the other vehicle interrupts between the preceding vehicle and the host vehicle in order to maintain the vehicle speed of the host vehicle. It becomes possible to suppress interruption of automatic driving.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Navigation apparatus 3 Vehicle control ECU
11 Current location detection processing unit 25 Map information DB
26 Navigation map information 31 GPS
41, 71 CPU
42, 72 RAM
43, 73 ROM
76A Front shooting camera 77 Millimeter wave radar 81 Leading vehicle 82 Toll road 83 Rampway 85 Junction point 86 Other vehicle 88 Deceleration start position

Claims (5)

Map information acquisition means for acquiring map information;
Preceding vehicle detection means for detecting a preceding vehicle located in front of the lane in which the host vehicle is traveling;
Speed detecting means for detecting the speed of the preceding vehicle;
A joining point determination unit that determines whether or not there is a joining point where another vehicle joins ahead of a road on which the host vehicle is traveling based on the map information when the host vehicle is traveling in an automatic operation; ,
If it is determined that there is no junction point ahead of the road on which the host vehicle is traveling, the inter-vehicle distance between the preceding vehicle and the host vehicle is greater than the distance traveled for a predetermined time at the speed of the preceding vehicle. Set the first inter-vehicle distance that is long and difficult to interrupt other vehicles,
If it is determined that there is the junction point ahead of the road on which the host vehicle is traveling, the inter-vehicle distance between the preceding vehicle and the host vehicle is longer than the first inter-vehicle distance before the junction point. And an inter-vehicle distance setting means for setting the second inter-vehicle distance that the other vehicle is likely to enter between the preceding vehicle and the host vehicle by changing the lane determined in advance at the junction.
When it is determined that there is no junction point ahead of the road on which the host vehicle is traveling, it is determined that the junction point is in front of the road on which the host vehicle is traveling. A deceleration start point setting means for setting a deceleration start point for starting deceleration of the vehicle speed of the host vehicle,
The deceleration start point setting means is configured such that a difference between a first travel distance when the vehicle speed of the own vehicle is decelerated at a predetermined deceleration and a second travel distance from the time when the preceding vehicle starts decelerating. but the driving support device comprising a setting child the deceleration start point to be a distance difference between the first inter-vehicle distance and the second inter-vehicle distance in front of the merging point. The deceleration start point setting means includes vehicle speed determination means for determining whether or not the vehicle speed when the travel distance of the host vehicle reaches the first travel distance is faster than a legal speed,
When it is determined that the vehicle speed when the travel distance of the host vehicle reaches the first travel distance is faster than the legal speed, the deceleration start point setting means sets the travel distance of the host vehicle to the first travel distance. based on the vehicle speed when it reaches and the legal speed, according to claim 1 in which the vehicle speed of the vehicle, characterized in that resetting the deceleration start point to be less than the legal speed limit in front of the merging point Driving assistance device. Passage determining means for determining whether or not the host vehicle has passed the junction point;
Until it is determined that the host vehicle has passed the junction, the vehicle speed of the host vehicle is controlled so as to maintain an inter-vehicle distance greater than or equal to the second inter-vehicle distance between the host vehicle and the preceding vehicle in front of the junction. At the same time, when the vehicle speed of the preceding vehicle is accelerated before it is determined that the host vehicle has passed the junction, the vehicle is controlled to pass through the junction while maintaining the vehicle speed of the host vehicle. Vehicle speed control means;
Driving support apparatus according to claim 1 or請 Motomeko 2, further comprising a. A control unit; map information acquisition means for acquiring map information; preceding vehicle detection means for detecting a preceding vehicle located in front of a lane in which the host vehicle is traveling; and speed detection means for detecting the speed of the preceding vehicle; A driving support method executed by a driving support device comprising:
Executed by the control unit;
A map information acquisition process for acquiring map information;
A preceding vehicle detection step for detecting a preceding vehicle located in front of the lane in which the host vehicle is traveling;
A speed detection step of detecting a speed of the preceding vehicle detected in the preceding vehicle detection step ;
Whether or not there is a merging point where another vehicle joins ahead of the road on which the host vehicle is traveling based on the map information acquired in the map information acquiring step when the host vehicle is traveling in an automatic operation A confluence determination step for determining
When it is determined in the joining point determining step that the joining point is not in front of the road on which the host vehicle is traveling, the distance between the preceding vehicle and the own vehicle detected in the preceding vehicle detecting step The distance is set to be the first inter-vehicle distance that is longer than the distance that travels for a predetermined time at the speed of the preceding vehicle detected in the speed detection step and that is difficult to interrupt other vehicles,
When it is determined in the joining point determining step that the joining point is in front of the road on which the host vehicle is traveling, the preceding vehicle detected in the preceding vehicle detecting step in front of the joining point A second inter-vehicle distance at which the inter-vehicle distance is longer than the first inter-vehicle distance and the other vehicle easily enters the lane between the preceding vehicle and the own vehicle by changing the lane determined in advance at the junction. The inter-vehicle distance setting process to be set to
When it is determined that there is the merging point ahead of the road on which the host vehicle is traveling from a state where it is determined that the merging point is not in front of the road on which the host vehicle is traveling in the merging point determination step. A deceleration start point setting step for setting a deceleration start point for starting deceleration of the vehicle speed of the host vehicle in front of the junction point, and
In the deceleration start point setting step, the difference between the first travel distance when the vehicle travels with the vehicle speed decelerated at a predetermined deceleration and the second travel distance from when the preceding vehicle starts to decelerate. but driving support wherein the setting child the deceleration start point to be a distance difference between the first inter-vehicle distance and the second inter-vehicle distance in front of the merging point. Map information acquisition means for acquiring map information, preceding vehicle detection means for detecting a preceding vehicle located in front of the lane in which the host vehicle is traveling, and speed detection means for detecting the speed of the preceding vehicle. On the computer,
A map information acquisition process for acquiring map information;
A preceding vehicle detection step for detecting a preceding vehicle located in front of the lane in which the host vehicle is traveling;
A speed detecting step for detecting a speed of the preceding vehicle detected in about the preceding vehicle detection Engineering,
Whether or not there is a merging point where another vehicle joins ahead of the road on which the host vehicle is traveling based on the map information acquired in the map information acquiring step when the host vehicle is traveling in an automatic operation A confluence determination step for determining
When it is determined in the joining point determining step that the joining point is not in front of the road on which the host vehicle is traveling, the distance between the preceding vehicle and the own vehicle detected in the preceding vehicle detecting step The distance is set to be the first inter-vehicle distance that is longer than the distance that travels for a predetermined time at the speed of the preceding vehicle detected in the speed detection step and that is difficult to interrupt other vehicles,
When it is determined in the joining point determining step that the joining point is in front of the road on which the host vehicle is traveling, the preceding vehicle detected in the preceding vehicle detecting step in front of the joining point A second inter-vehicle distance at which the inter-vehicle distance is longer than the first inter-vehicle distance and the other vehicle easily enters the lane between the preceding vehicle and the own vehicle by changing the lane determined in advance at the junction. The inter-vehicle distance setting process to be set to
When it is determined that there is the merging point ahead of the road on which the host vehicle is traveling from a state where it is determined that the merging point is not in front of the road on which the host vehicle is traveling in the merging point determination step. , In front of the junction point, execute a deceleration start point setting step for setting a deceleration start point for starting deceleration of the vehicle speed of the host vehicle,
In the deceleration start point setting step, the difference between the first travel distance when the vehicle travels with the vehicle speed decelerated at a predetermined deceleration and the second travel distance from when the preceding vehicle starts to decelerate. However, the program is characterized in that the deceleration start point is set in front of the merge point so as to be a distance difference between the second inter-vehicle distance and the first inter-vehicle distance .

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