JP6425825B2 - Driving support device and driving support method - Google Patents

Description

  The present invention relates to a driving support device and a driving support method for supporting automatic driving of a vehicle.

  BACKGROUND ART Conventionally, there has been disclosed a technique for storing an automatic driving section in a map database and notifying the automatic driving section (see, for example, Patent Document 1).

  Further, there is disclosed a technique of performing automation of operation control in stages in a lamp section with the tollgate as a change point of the automatic operation section (see, for example, Patent Document 2).

JP, 2015-17944, A JP, 2015-24746, A

  In patent document 1, since only an automatic driving | operation area is stored in the map database, it can not express other than the effectiveness or invalidity of automatic driving | operation. That is, since the automatic driving technology can not partially express an effective state or the like, it can not be used for flexible switching of driving control. In addition, it can not be used to switch operation control according to each region in regions where regulations differ.

  In Patent Document 2, a general road is set as a manually driven road, and an expressway is set as an automatically driven road, and an opportunity to switch from manual driving to automatic driving is as toll gate passage, and a travel control ratio by human beings and a travel control ratio by an automatic driving system. And the control ratio is switched based on the centrifugal force applied to the vehicle while traveling, and the travel control ratio by the automatic driving system can not be predicted in advance. For this reason, depending on the shape from the toll booth to the ramp, switching of the operation control may become faster or slower. Moreover, in patent document 2, it is not described at all about changing the travel control ratio by an automatic driving system in a general road or an expressway.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a driving support device and a driving support method capable of performing appropriate automatic driving support.

In order to solve the above-mentioned problems, an automatic driving support apparatus according to the present invention is an automatic driving control associated with a vehicle position calculation unit for calculating a current position of the vehicle and each predetermined section of a road. Based on the map database storing map data including the driving automation level indicating the automation level of the vehicle, the current position of the vehicle calculated by the vehicle position calculation unit, and the map data, the current position of the vehicle and its front And a guidance information generation unit for generating information on automatic driving control according to the driving automation level as guidance information, and the current position of the vehicle calculated by the vehicle position calculation unit, and a predetermined destination, The system further comprises a route search unit for searching for a route taking into account the driving automation level from the current position of the vehicle to the destination based on the map data, and the route search unit has a user interface It is determined whether the reachable destinations specified operating level of automation than through, it notifies the determination result via the user interface unit.

Further, the automatic driving support method according to the present invention calculates the current position of the vehicle, and maps map data including a driving automation level indicating the automation level of the automatic driving control, which is associated with each predetermined section of the road. Based on the current position of the vehicle stored and calculated and map data, information on automatic driving control according to the current position of the vehicle and the level of the driving automation ahead of it is generated as guidance information and calculated Based on the current position of the vehicle, a predetermined destination, and map data, a route including the driving automation level from the current position of the vehicle to the destination is searched and designated through the user interface unit It is determined whether or not the destination can be reached at the driving automation level or higher, and the determination result is notified via the user interface unit .

According to the present invention, the automatic driving support device is a driving automation device that calculates the current position of the own vehicle and indicates the automation level of the automatic driving control associated with each predetermined section of the road. Based on the map database storing map data including the level, the current position of the vehicle calculated by the vehicle position calculation unit, and the map data, according to the current position of the vehicle and the driving automation level in front of it And a guidance information generation unit that generates information related to automatic driving control as guidance information , based on the current position of the vehicle calculated by the vehicle position calculation unit, a predetermined destination, and map data. The vehicle further includes a route searching unit for searching for a route taking into account the driving automation level from the current position of the own vehicle to the destination, and the route searching unit is configured to perform the designated driving via the user interface unit. It is determined whether the reachable destinations whether level or higher, for notifying the determination result via the user interface unit, it is possible to perform support appropriate automatic operation.

Further, the automatic driving support method calculates the current position of the vehicle, stores map data including a driving automation level indicating the automation level of the automatic driving control, which is associated with each predetermined section of the road, Based on the calculated current position of the vehicle and map data, information on automatic driving control according to the current position of the vehicle and the level of the driving automation ahead is generated as guidance information, and the calculated vehicle's Based on the current position, a predetermined destination, and map data, a route is added that takes into account the driving automation level from the current position of the vehicle to the destination, and the driving specified via the user interface unit order to determine whether or not it is possible to reach the destination at the automation level above, reports the determination result via the user interface unit, this to provide support suitable automatic operation It is possible.

  The objects, features, aspects, and advantages of the present invention will be more apparent from the following detailed description and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows an example of a structure of the driving assistance device by Embodiment 1 of this invention. It is a figure which shows an example of the hardware constitutions of the driving assistance device by Embodiment 1 of this invention. It is a figure for demonstrating the data structure of the map database by Embodiment 1 of this invention. It is a figure which shows an example of the definition of the driving | operation automation level by Embodiment 1 of this invention. It is a figure which shows an example of the definition of the driving | operation automation level by Embodiment 1 of this invention. It is a figure which shows an example of the definition of the driving | operation automation level by Embodiment 1 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 1 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 1 of this invention. It is a figure which shows an example of a concrete operation | movement of the driving assistance device by Embodiment 1 of this invention. It is a figure which shows an example of a concrete operation | movement of the driving assistance device by Embodiment 1 of this invention. It is a figure which shows an example of the notification in the driving assistance device by Embodiment 1 of this invention. It is a figure which shows an example of the notification in the driving assistance device by Embodiment 1 of this invention. It is a figure which shows an example of the notification in the driving assistance device by Embodiment 1 of this invention. It is a figure which shows an example of the setting of the driving | operation automation level by Embodiment 1 of this invention. It is a figure which shows an example of the setting of the driving | operation automation level by Embodiment 1 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 2 of this invention. It is a figure which shows an example of the route search coefficient by Embodiment 2 of this invention. It is a figure which shows an example of the route search coefficient by Embodiment 2 of this invention. It is a figure which shows an example of the route search coefficient by Embodiment 2 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 2 of this invention. It is a figure which shows an example of the route search coefficient by Embodiment 2 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 2 of this invention. It is a figure for demonstrating an example of the data structure in the map database by Embodiment 2 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 3 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 3 of this invention. It is a figure which shows an example of the driving | operation plan by Embodiment 3 of this invention. It is a figure which shows an example of the operation plan after correction by Embodiment 3 of this invention. It is a flowchart which shows an example of operation | movement of the driving assistance device by Embodiment 3 of this invention. It is a block diagram which shows an example of a structure of the driving assistance device by Embodiment 4 of this invention. It is a figure which shows an example of the hardware constitutions of the information-center apparatus by Embodiment 4 of this invention. It is a figure which shows transition of the state of the driving assistance device by Embodiment 4 of this invention. It is a figure which shows an example of the update event of the map database by Embodiment 4 of this invention. It is a sequence diagram which shows an example of operation | movement of the update of the map database by Embodiment 4 of this invention. It is a sequence diagram which shows an example of operation | movement of the update of the master map database by Embodiment 4 of this invention. It is a block diagram showing an example of composition of a driving support system by an embodiment of the invention.

  Embodiments of the present invention will be described below based on the drawings.

Embodiment 1
First, the configuration of the driving support apparatus according to the first embodiment of the present invention will be described.

  FIG. 1 is a block diagram showing an example of the configuration of a driving assistance apparatus 1 according to the first embodiment.

  As shown in FIG. 1, the driving support device 1 includes a map data management unit 2, a vehicle position calculation unit 3, a sensor information acquisition unit 4, a route search unit 5, a guidance information generation unit 6, and a shared memory. 7, a user interface unit 8, and a map database 9. In addition, the guidance information generation unit 6 is communicably connected to the automatic driving control device 10. The driving support device 1 is an on-vehicle device installed in a vehicle, and may be a car navigation device.

  The map data management unit 2 performs an operation on map data of the map database 9 in a unified manner, such as reading map data from the map database 9 and rewriting map data of the map database 9 (managing map data).

  The vehicle position calculation unit 3 calculates the vehicle position on the map based on the sensor information acquired by the sensor information acquisition unit 4 and the map data acquired by the map data management unit 2 from the map database 9. In particular, when the vehicle is capable of automatic driving, it has a highly accurate self-vehicle position calculation function of the lane level and the in-lane position level.

  The sensor information acquisition unit 4 acquires detection results of a GPS (Global Positioning System) receiver provided in a vehicle, a gyro sensor, an acceleration sensor, a travel distance sensor, and the like as sensor information. The sensor information acquisition unit 4 may acquire information outside the vehicle detected by a camera, a millimeter wave radar, a laser radar, an ultrasonic sensor, an infrared sensor or the like as sensor information.

  The route searching unit 5 calculates an optimal route under various conditions from candidates of a plurality of routes connecting the departure place and the destination. In the first embodiment, among the routes calculated by the route searching unit 5, a route to be used particularly during traveling is referred to as a planned traveling route. Information on the planned travel route (scheduled travel route information) is registered in the shared memory 7.

  The guidance information generation unit 6 calculates the travel route on which the vehicle should travel on the lane level based on the planned travel route information calculated by the route search unit 5, and the driving control on the travel route based on the driving automation level described later. Calculate information about These pieces of information are input to the automatic driving control device 10 as guidance information.

  The shared memory 7 is a temporary storage device used when exchanging temporary data between each component. Specifically, as described above, the planned traveling route information calculated by the route searching unit 5 is stored.

  The user interface unit 8 has an interface function between the driving support device 1 and the user. The user interface unit 8 may be a UI (User Interface) in a conventional navigation system, or may be projected on an installation place of instruments or a front window. The user interface unit 8 includes a display unit (display unit), an operation panel unit, a speaker unit, and the like.

  The map database 9 stores map data describing road geometry and topology, and a driving automation level corresponding to the map data. The map database 9 stores, as map data, data for guidance and map display and data for route search. In addition, point search information to be used for point search such as a destination is stored.

  The automatic driving control device 10 performs automatic driving control of the vehicle based on the guidance information input from the guidance information generation unit 6. The automatic driving control device 10 is provided in a vehicle. Although FIG. 1 shows the case where the automatic driving control device 10 is provided outside the driving support device 1, the automatic driving control device 10 may be provided inside the driving support device 1.

  FIG. 2 is a block diagram showing an example of the hardware configuration of the driving support device 1.

  Each function of the map data management unit 2, the vehicle position calculation unit 3, the sensor information acquisition unit 4, the route search unit 5, and the guidance information generation unit 6 in the driving support device 1 is realized by a processing circuit. That is, the driving support device 1 includes a processing circuit for managing map data, calculating the position of the vehicle, acquiring sensor information, searching for a route, and generating guidance information. The processing circuit is a processor 11 (also referred to as a central processing unit, a processing unit, an arithmetic unit, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor)) that executes a program stored in the memory 12.

  Each function of the map data management unit 2, the vehicle position calculation unit 3, the sensor information acquisition unit 4, the route search unit 5, and the guidance information generation unit 6 in the driving support device 1 may be software, firmware or software and firmware It is realized by the combination. The software or firmware is written as a program and stored in the memory 12. The processing circuit implements the functions of the respective units by reading and executing the program stored in the memory 12. That is, the driving support apparatus 1 executes the steps of managing map data, calculating the position of the vehicle, acquiring sensor information, searching for a route, and generating guidance information. A memory 12 for storing a program to be These programs also cause the computer to execute the procedure or method of the map data management unit 2, the vehicle position calculation unit 3, the sensor information acquisition unit 4, the route search unit 5, and the guidance information generation unit 6. It can be said. Here, the memory means, for example, nonvolatile or volatile such as random access memory (RAM), read only memory (ROM), flash memory, erasable programmable read only memory (EPROM), electrically erasable programmable read only memory (EEPROM), etc. Semiconductor memory, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disk), and the like.

  Next, the data structure of the map database 9 will be described.

  FIG. 3 is a diagram for explaining the data structure of the map database 9.

  As shown in FIG. 3, in the map database 9, the entire stored area is divided into areas such as rectangles to manage data (area table). Also, in the divided area, data of each road is managed using nodes and links (link row table, node table, link table). Furthermore, if there is a high accuracy map, road data in lane units is managed (lane table).

  There is a parent-child relationship between the above data. If the relationship is expressed as “parent”> “child” with “>” symbol, “area table”> “link column table”> “node table, link table”> “lane table” can be expressed. Specifically describing the parent-child relationship, the area table is composed of one or more link string tables, and the link string table is composed of one or more node tables and link tables. The node table and the link table are associated with one or more lane tables.

  The driving automation level is stored in the map database 9 as an attribute of each of these tables. Therefore, it is possible to set one operation automation level for the region, and to set the operation automation level for each of the link row, link, and lane. The driving automation level is given priority to the values set on the child side of the parent-child relationship described above, for example, the entire driving automation level is set, and for some links in the region Flexible operation is possible, such as applying different operation automation levels.

  The data structure of the map database 9 is not limited to the data structure as shown in FIG. For example, when managing high precision map data separately from the data structure of the road network consisting of area table, link row table, node table, and link table, a high precision road table in which the lane table and its connection relationship are summarized May be prepared. There is no parent-child relationship between the high precision road table and the node table and the link table, but by creating a reference table indicating the overlapping relationship based on the coordinate information, the node table and the link table and the lane table The parent-child relationship can be introduced indirectly and handled in the same way as the data structure without the high precision road table described above.

  Next, the operation automation level will be described.

  The operation automation level defines the degree of automation of operation control by level expression. More specifically, the driving automation level represents the automatic driving control (advanced driving support function) available to the section or point on the road, for example, proposed by NHTSA (National Road Traffic Safety Administration) The level represents the level of automated driving that is being carried out, or the requirements for autonomous driving specified in the law. As an example of leveling by law, state law states that in Florida, the general driver must hold the steering wheel during automatic driving (handle keeping) in Florida, but at present it is legally maintained in other regions. In the future, there may be areas where steering wheel keeping is unnecessary, and in this case, differences in laws will lead to regional differences in allowable operation control. Therefore, by expressing the level of the operation control method in accordance with the regulations, it becomes possible to flexibly respond to the requirements of the regulations.

  FIG. 4 is a diagram showing an example of the definition of the operation automation level.

  As shown in FIG. 4, the operation automation level is defined as a combination of “number” + “alphabet”. Here, the “numerical value” indicates an equivalent value of the automatic operation level proposed in the NHTSA as shown in FIG. Also, “alphabet” indicates level values in accordance with the laws and regulations as shown in FIG.

  When the operation automation level is not distinguished by the legal regulations, the operation automation level may be represented only by numerical values.

  Next, the operation of the driving support device 1 will be described.

  FIG. 7 is a flowchart showing an example of the operation of the driving support device 1. While the host vehicle is traveling, the driving assistance device 1 continuously supplies the guidance information to the automatic driving control device 10. At this time, the driving support device 1 periodically repeats each process shown in FIG.

  In addition, in the driving support device 1, the route planning unit 5 travels from the departure point where the route searching unit 5 is at the vehicle position to the route planned by the user, for example. It is assumed that information has been obtained in advance. Since the planned traveling route information obtained by the route searching unit 5 is registered in the shared memory 7, it is referred to as necessary.

  In step S101, the vehicle position calculation unit 3 calculates the vehicle position based on the sensor information acquired by the sensor information acquisition unit 4. Specifically, the host vehicle position calculation unit 3 calculates the host vehicle position based on the information (GPS reception information) received by the GPS receiver. The vehicle position calculation unit 3 calculates the relative movement distance from the vehicle position calculated previously by using the millimeter wave radar, the laser radar, the camera or the like to obtain the vehicle position. May be

  In step S102, the guidance information generation unit 6 generates map data based on the vehicle position information which is information on the vehicle position calculated by the vehicle position calculation unit 3 and the planned travel route information acquired from the shared memory 7. Map data around the vehicle position is acquired from the map database 9 via the management unit 2. Specifically, the guidance information generation unit 6 acquires map data (area table, link row table, link table, node table, lane table data) around the vehicle position on the vehicle position and the planned travel route. At this time, the guidance information generation unit 6 also acquires information of the driving automation level as an attribute of the map data.

  In step S103, the guidance information generation unit 6 generates guidance information based on the map data including the driving automation level and the planned travel route information.

  In step S104, the guidance information generation unit 6 checks the change point of the operation automation level (whether or not the operation automation level changes), and adds change point information to the guidance information if the operation automation level changes. Do.

  In step S105, the guidance information generation unit 6 inputs the generated guidance information to the automatic driving control device 10. At this time, if the driving automation level has changed in step S104, the guidance information to which the change point information is added is input to the automatic driving control device 10. The automatic driving control device 10 performs driving control of the vehicle based on the guidance information (based on the change point information if the change point information is added).

  FIG. 8 is a flowchart showing an example of a detailed operation of step S104 of FIG.

  In step S201, the guidance information generation unit 6 acquires a driving automation level ahead of the vehicle position on the planned travel route. At this time, the range for acquiring the driving automation level may be set in accordance with the characteristics of the travel control of the vehicle. For example, when the automatic driving control device 10 requires 60 seconds to switch the driving control, the driving automation level ahead of the vehicle position is acquired as the vehicle travels at 120 km / hr or less.

  In step S202, the guidance information generation unit 6 checks whether the operation automation level acquired in step S201 has changed in comparison with the previously acquired operation automation level. If the operation automation level has changed, the process proceeds to step S203. On the other hand, when the operation automation level has not changed, the processing is ended.

  In step S203, the guidance information generation unit 6 adds, as change point information, guidance information generation unit 6 to the guidance information as a change point information indicating where the operation automation level is changing in front of the route.

  From the above, when a point (change point) at which the driving automation level changes in front of the vehicle position on the route is detected, the current driving automation level is changed to the driving automation level after changing until reaching the change point. Operation control can be switched in stages to correspond. In addition, changes in the driving automation level can be used for driving control as information on the surrounding environment of the vehicle position.

  FIG. 9 is a diagram showing an example of a specific operation of the driving support device 1, and shows a case where a vehicle enters a main road of a highway from a general road via a toll booth in a ramp section.

  In FIG. 9, a thick black arrow indicates the traveling track of the vehicle, and a broken white arrow indicates the traveling direction. The operation automation level 1 indicates the level at which the automatic operation control device 10 executes the functions of ACC (Adaptive Cruise Control) and collision prevention. The driving automation level 2 indicates the level at which the automatic driving control device 10 performs the functions of ACC, collision prevention, and automatic steering. The operation automation level 3 indicates the level at which the automatic operation control device 10 performs the function of the fully automatic operation.

  As shown in FIG. 9, while the vehicle is traveling on a general road, after calculating the vehicle position (step S101 in FIG. 7), map data around the vehicle position based on the vehicle position and the planned travel route information. Are obtained (step S102 in FIG. 7). Next, the change point of the driving automation level ahead of the vehicle position on the route is checked (step S104 in FIG. 7). At this time, the driving automation level changes from 1 to 2 per toll gate, and it is detected that the driving automation level changes from 2 to 3 at a point where the ramp section merges with the main line of the expressway. When such guidance information and change point information are input to the automatic driving control apparatus 10 (step S105 in FIG. 7), in the automatic driving control apparatus 10, the vehicle starts automatic steering according to the entry to the toll gate, and high speed Operation control is performed to switch to fully automatic operation in accordance with the merging of the main road.

  FIG. 10 is a diagram showing another example of the specific operation of the driving support device 1, and shows the case where the driving automation level differs depending on the prefecture.

  In FIG. 10, a black thick arrow indicates a traveling locus, and a white broken arrow indicates a traveling direction of the vehicle. Further, each operation automation level is the same as that in FIG.

  As shown in FIG. 10, even when the driving automation level differs depending on the prefecture, appropriate driving control can be performed by detecting the change point of the driving automation level ahead of the vehicle position as described above.

  From the above, according to the first embodiment, the driving support apparatus 1 can switch the automation level of the driving control even without the roadside infrastructure equipment or the landmark such as the toll booth or the interchange. That is, it becomes possible to support appropriate automatic driving.

<Modification>
Next, modified examples (modified examples 1 to 4) of the driving support device 1 will be described.

<Modification 1>
In step S104 of FIG. 7, when the change point of the operation automation level is detected, the guidance information generation unit 6 inputs the change point information to the user interface unit 8 instead of the automatic operation control device 10. It is also good. The user interface unit 8 may display a screen showing change point information of the driving automation level (refer to FIG. 11), or may give an advance notification by voice to the effect of changing the driving automation level (refer to FIG. 12) An audio notification or screen display may be performed to confirm whether or not the operation automation level can be changed (see FIG. 13). Note that in FIG. 13, either voice notification or screen display may be performed, or both voice notification and screen display may be performed.

<Modification 2>
In step S102 of FIG. 7, the guidance information generation unit 6 may acquire map data around the vehicle position based on the vehicle position and the traveling direction of the vehicle without using the planned travel route information. Good. In this case, when the automatic driving control device 10 performs driving control, for example, voice notification as shown in FIG. 12 is performed, and confirmation is performed to the driver.

<Modification 3>
The map database 9 may store the driving automation level as a vehicle type (see FIG. 14). In this case, in step S102 of FIG. 7, the guidance information generation unit 6 can acquire the driving automation level according to the vehicle type of the vehicle. Thus, for example, in the case where large vehicles are permitted to be fully automated, but there are restrictions on roads on which small vehicles are prohibited, the guidance information generation unit 6 generates guidance information according to the type of vehicle. Can be generated.

<Modification 4>
The map database 9 may store the driving automation level by period or by time (see FIG. 15). In this case, in step S102 of FIG. 7, the guidance information generation unit 6 can acquire the operation automation level according to the period or time. Thereby, for example, when there is a restriction on a road for which automatic driving is permitted only in the summer period (April to October), the guidance information generation unit 6 can generate the guidance information according to the period.

Second Embodiment
The second embodiment of the present invention is characterized in the route search by the route search unit 5. The other configuration and operation are the same as in the first embodiment, and thus detailed description will be omitted here. The following description will be made using the driving support device 1 (see FIG. 1) according to the first embodiment.

  FIG. 16 is a flow chart showing an example of the operation of the driving support device 1 according to the second embodiment, and shows a process related to the route search by the route searching unit 5.

  In step S301, the user sets a destination before the start of travel of the vehicle or in a situation where the travel of the vehicle is interrupted. The setting of the destination is performed via the user interface unit 8. Specifically, using the point search information stored in the map database 9, the user is provided with a destination search function. As a point search function, a genre search is mentioned, for example. The genre search is a well-known technology, so detailed description will be omitted, but address search, IC (Inter Change) search, SA (Service Area) search, PA (Parking Area) search, etc. may be mentioned as an example of the genre search. In the point search information of map data, data for genre search is arranged in advance in a tree structure. The user interface unit 8 acquires point search information for genre search from the map database 9 through the map data management unit 2, and initially displays data of the upper hierarchy of the search tree and displays data of the hierarchy according to the user's choice I will. The data in the lowermost layer indicates unique points, and the destination is determined by selecting any one of them.

  In step S302, the route search unit 5 acquires vehicle position information from the vehicle position calculation unit 3.

  In steps S303 to S305, the route search unit 5 starts route search based on the position of the vehicle which is the departure point and the destination set in step S301. Specifically, the route search unit 5 repeats the route search process of step S304 as many as the number of search conditions. As route search conditions, for example, toll road priority, general road priority, shortest route, automatic driving priority, low fuel consumption route (eco route) and the like can be mentioned.

  In step S306, the route search unit 5 presents the search result as a route candidate to the user via the user interface unit 8.

  In step S307, the user selects one path from the presented path candidates.

  In step S308, the route search unit 5 sets the route selected by the user in the shared memory 7 as planned travel route information.

  Next, route search processing in the case where the route search unit 5 sets “automatic driving priority” as the route search condition in step S304 in FIG. 16 will be described. In this case, the route search unit 5 preferentially selects a road with a high level of driving automation and searches for a route from the departure point to the destination point.

  FIG. 17 is a diagram defining the cost per distance for each operation automation level.

  In FIG. 17, the first line corresponds to the level values shown in FIG. 5, and the second line corresponds to the level values shown in FIG. By combining the level values of the first and second lines, the operation automation level shown in FIG. 4 is expressed. The third line shows the cost per distance (point / km) to the operation automation level. For example, the cost corresponding to the operation automation level 3A is 1.2, and the cost corresponding to the operation automation level 1B is 1.6.

Based on FIG. 17, the route search unit 5 calculates the route cost from the departure point, which is the vehicle position, to the destination for each route according to the following equation (1).

Here, R is a route consisting of a list of sections R _i (i = 1, 2,..., M (R)), K (R _i ) is a route search coefficient for R _i (cost shown in FIG. 17), l (R _i ) indicates the length (km) of the section of the route R _i .

  From the above, a route which can travel the entire section at the driving automation level 4 and has the shortest total distance is determined as the optimum route. In addition, even if the operation automation level is high, a route having a relatively long distance is not adopted as the optimum route. For example, if there is a route with a total distance of 15 km at the operation automation level 4 and a route with a total distance of 8 km at the operation automation level 0, the former route cost is 15 points and the latter route cost is 14.4 points , The latter takes precedence.

  Next, when the route search unit 5 performs the route search process with “automatic operation priority” as the route search condition, a case will be described where costs are distinguished for each level value by legal restriction. That is, the case where the cost is made different depending on whether or not the steering wheel needs to be kept will be described.

  FIG. 18 is a diagram defining the cost per distance for each operation automation level.

  This embodiment is the same as FIG. 17 except that in FIG. 18 the cost is distinguished for each level value according to the regulations.

  As shown in FIG. 18, when the operation automation levels are arranged in ascending order of cost (high priority), 4B, 3B, 4A, 3A are obtained. By ordering in this way, the section of the driving automation level 3B which is not obligated to keep the steering wheel during automatic driving is selected preferentially over the section of the driving automation level 4A which is obliged to keep the steering wheel during the automatic driving. Ru. As a result, even if the driving automation level is low, roads having high convenience as automatic driving are preferentially adopted.

Based on FIG. 18, the route search unit 5 calculates the route cost from the departure point, which is the vehicle position, to the destination for each route according to the following equation (2).

Here, R is a route consisting of a list of sections R _i (i = 1, 2,..., M (R)), K (R _i ) is a route search coefficient for R _i (cost shown in FIG. 18), l (R _i ) indicates the length (km) of the section of the route R _i .

  From the above, according to the second embodiment, it is possible to obtain a route on which a road with a high level of driving automation can be traveled with priority. By selecting such a route, the driver's burden during traveling can be expected to be reduced, and the comfort as a moving means can be improved.

<Modification>
Next, modified examples (modified examples 1 to 7) of the driving support device 1 will be described.

<Modification 1>
In step S306 in FIG. 16, the user interface unit 8 presents the search result to the user, but at this time, the color or pattern of the route may be changed and displayed on the screen for each driving automation level. That is, the user interface unit 8 may display so that each section of the route can be identified for each driving automation level. Note that the color or pattern of the path may change either or both.

  From the above, the driver can visually grasp the driving automation level, for example, can grasp the maximum value of the driving automation level in the route search result.

<Modification 2>
In the second modification, route search processing in the case where the route search unit 5 sets the “low fuel consumption route” as a route search condition in step S304 in FIG. 16 will be described.

  FIG. 19 is a diagram modeling a fuel consumption reduction rate (%) with respect to each operation automation level.

Based on FIG. 19, the route search unit 5 calculates the route cost from the departure point, which is the vehicle position, to the destination for each route according to the following equation (3).

Here, R is a route consisting of a list of sections R _i (i = 1, 2,..., M (R)), K (R _i ) is a route search coefficient for R _i (cost shown in FIG. 19), c (R _i ) indicates the predicted fuel consumption of the path R _i . c calculation method of _{(R i)} applies the known calculation method (e.g., JP 2013-221814). Thus, on a route that can travel the entire section at the operation automation level 4, a value of a 15% reduction in the predicted fuel consumption of the entire route is calculated as the route cost.

  From the above, it is possible to obtain a path with low fuel consumption considering optimization of acceleration work or braking by automation of driving.

<Modification 3>
The route search unit 5 may have a function of determining whether or not the destination can be reached through only the section higher than the predetermined driving automation level.

  FIG. 20 is a flow chart showing an example of an operation to determine whether or not the destination can be reached through only the section higher than the predetermined driving automation level.

  In the following, the case where it is determined whether or not there is a route having a level of operation automation level 3 or more will be described as an example. In addition, since step S401 and step S402 of FIG. 20 respond | correspond to step S301 of FIG. 16, and step S302, description is abbreviate | omitted here.

  In step S403, the user sets the lower limit (operation automation level A) of the desired operation automation level. Here, it is assumed that the operation automation level A = 3.

  In step S404, the route search unit 5 confirms whether or not the driving automation level A set in step S403 is available at the vehicle position. That is, the route search unit 5 determines whether the driving automation level of the section of the road including the vehicle position is equal to or higher than the driving automation level A. If it is equal to or higher than the operation automation level A, the process proceeds to step S405. On the other hand, if it is less than the operation automation level A, the process proceeds to step S409.

  In step S405, the route search unit 5 obtains the optimum route under the search conditions. Here, the one obtained by replacing FIG. 17 with FIG. 21 is used as a search condition. In FIG. 21, the value of the route search coefficient of the operation automation level A or higher (here, the levels 3 and 4) is 0, and the value of the route search coefficient of less than the operation automation level A (here, the levels 0, 1 and 2) is 1 And

  In step S406, the route search unit 5 determines whether the route cost satisfying the search condition is zero. The route cost obtained as a result of the search condition is 0 or a value larger than 0. However, the route cost is 0 when the destination can be reached at the operation automation level A (here, the operation automation level 3) or more. If the path cost is 0, the process proceeds to step S407. On the other hand, when the route cost is not 0, the process proceeds to step S408.

  In step S407, the route search unit 5 presents the user with a route that satisfies the search condition via the user interface unit 8. Specifically, the route information is displayed on the screen. At this time, notification by voice may be performed.

  In step S408, the route search unit 5 presents the user via the user interface unit 8 to the effect that the destination can not be reached at the driving automation level A or higher. Specifically, the screen displays that the destination can not be reached. At this time, notification by voice may be performed.

  In step S409, the route search unit 5 presents the user via the user interface unit 8 that the driving automation level A can not be used at the current position. Specifically, it displays on the screen that the operation automation level A can not be used. At this time, notification by voice may be performed.

  From the above, it can be determined whether the driver who can not drive easily can reach the destination using only the automatic driving function or the advanced driving support function.

<Modification 4>
In step S301 in FIG. 16, the user is presented with a list of famous points reachable from the current position above the predetermined driving automation level instead of directly receiving the setting of the destination from the user, from among them The point selected by the user may be set as the destination.

  Here, the famous point is a point where utilization of a large number of users such as a tourist facility is expected, and means a point which can be approached to the vicinity at a certain level of operation automation level or more. In the fourth modification, it is assumed that a list of famous points is stored in advance in the map database 9 as a famous point list. For example, each famous spot list of driving automation level 3A or more, 3B or more, 4A or more, 4B or more is stored in the map database 9 in advance.

  FIG. 22 is a flowchart showing an example of destination search operation according to the fourth modification.

  In step S501, the user interface unit 8 receives a mode change from the user to the destination search mode. Specifically, the user selects a destination search mode via the user interface unit 8.

  In step S502, the user interface unit 8 displays a screen of the destination search mode.

  In step S503, the user selects a driving automation level.

  In step S504, the vehicle position calculation unit 3 calculates the vehicle position. The vehicle position calculated at this time is the base point of the later destination search. The vehicle position calculated by the vehicle position calculation unit 3 is input to the route search unit 5.

  In step S505, the route search unit 5 acquires a famous place list from the map database 9.

  In steps S506 to S510, the route searching unit 5 repeats the processing of steps S507 to S509 as many as the number of famous points acquired in step S505.

  In step S507, the route search unit 5 goes to the destination based on the departure place (the vehicle position), the destination (the famous point under reference), and the driving automation level (the driving automation level selected in step S503). Whether or not to reach is determined. Specifically, the route search unit 5 performs each process shown in FIG. However, the processing of step S407 to step S409 in FIG. 20 is unnecessary, and if YES in step S406 in FIG. 20, it is determined YES (the destination can be reached), otherwise NO (the destination can not be reached) And).

  In step S508, the route searching unit 5 determines whether the famous place can be reached from the departure place. If reachable, the process proceeds to step S509. On the other hand, when it is not reachable (when it is not reachable), it transfers to step S510.

  In step S509, the route search unit 5 registers the famous point in the destination candidate list.

  In step S511, the route search unit 5 presents the destination candidate list to the user via the user interface unit 8.

  In step S512, the user interface unit 8 receives a selection of a destination from the user. That is, the user selects a desired destination from the destination candidate list.

  In step S513, the route searching unit 5 sets a destination.

  From the above, it becomes possible for the driver having difficulty in driving to know where it is possible to move within the range in which the automatic driving function or the advanced driving support function can be used. It becomes possible to go out easily by one person.

<Modification 5>
The map database 9 may store the driving automation level as a vehicle type (see FIG. 14). Thus, for example, when there is a restriction on a road for which large vehicles are permitted to be fully automated but for which small vehicles are prohibited from being autonomously, the route searching unit 5 searches for a route according to the type of vehicle. be able to.

<Modification 6>
The map database 9 may store the driving automation level by period or by time (see FIG. 15). Thus, for example, when there is a restriction on a road for which automatic driving is permitted only during the summer season (April to October), the route searching unit 5 can search for a route according to the period.

<Modification 7>
In the case where the data structure of the map database 9 is a hierarchical structure, when link columns having a plurality of operation automation levels in the lower layer are integrated in the upper layer, the integration of the operation automation levels is not lost by the integration. Do.

  For example, as shown in FIG. 23, the lower layer includes nodes 1, 2, 3 and includes two links (a link between nodes 1, 2 and a link between nodes 2, 3). . The operation automation level of the link between the nodes 1 and 2 is 2, and the operation automation level between the nodes 2 and 3 is 3. In addition, it is assumed that the distance between nodes 1 and 2 is 500 m.

  In the upper layer, node 2 in the lower layer is omitted, and the two links in the lower layer are integrated into one link. The node addition information of the node 1 of the upper layer includes information such as operation automation level 2 from the node 1 to the 500 m point and operation automation level 3 from the 500 m point to the node 3.

  From the above, even in the case where map data is hierarchically stored in the map database 9, it is possible to keep the distinction between the operation automation levels different between the upper layer and the lower layer.

Embodiment 3
The third embodiment of the present invention is characterized in that the guidance information generation unit 6 creates an operation plan. The other configuration and operation are the same as in the first and second embodiments, and thus detailed description will be omitted here. Below, it demonstrates using the driving assistance device 1 (refer FIG. 1) by Embodiment 1. FIG.

  FIG. 24 is a flow chart showing an example of the operation of the driving support device 1 according to the third embodiment, and shows processing relating to the preparation of the operation plan and the generation of the guidance information by the guidance information generation unit 6.

  In step S601, the guidance information generation unit 6 creates an operation plan based on the route (planned travel route information registered in the shared memory 7) generated in advance by the route search unit 5.

  In steps S602 to S605, the guidance information generating unit 6 repeats the processing of steps S603 and S604 while the driving of the vehicle continues.

  In step S603, the guidance information generation unit 6 generates guidance information based on the operation plan.

  In step S604, the guidance information generation unit 6 inputs the guidance information into the automatic driving control device 10.

  FIG. 25 is a flowchart showing an operation relating to creation of an operation plan by the guidance information generation unit 6, and shows a detailed process of step S601 in FIG.

  In step S701, the guidance information generation unit 6 acquires planned traveling route information from the shared memory 7. The travel route information is information on a route searched by the route search unit 5 and selected by the user in the second embodiment. Further, the guidance information generation unit 6 acquires the driving automation level of each section of the planned travel route included in the planned travel route information from the map database 9 via the map data management unit 2.

  In steps S702 to S709, the guidance information generation unit 6 repeats the processing in steps S703 to S708 as processing relating to the change operation of the operation plan. The process is repeated until the user adopts the operation plan.

  In step S703, the guidance information generation unit 6 presents the user with the planned travel route information and the driving automation level of each section of the planned travel route via the user interface unit 8. In addition, the first of the repetition process of step S703 to step S708 presents to the user the planned travel route information acquired in step S701 and the operation automation level of each section of the planned travel route, and the second and subsequent iterations of the previous repetition Present the operation plan created in the process.

  FIG. 26 is a diagram showing an example of display of an operation plan.

  As shown in FIG. 26, in the operation plan, it is composed of points where the operation automation level changes (IC1, JCT2, JCT3, IC4) and section information between the points. Further, in each section, the maximum operation automation level of the section is set (Lv2, Lv3 in the figure).

  Referring back to FIG. 25, in step S704, the user corrects the operation control method (that is, corrects the operation plan) as needed. For example, in the example of FIG. 26, operation control corresponding to the maximum operation automation level of each section is set in advance. At this time, it is possible to change only to the side of reducing the value of each operation automation level.

  FIG. 27 shows an example of the operation plan after the operation plan shown in FIG. 26 is corrected.

  As shown in FIG. 27, in the modified operation plan, the operation automation level in the section between JCT3 and IC4 is changed from Lv3 to Lv2. In the operation plan shown in FIG. 26, it is shown that operation automation level 3 (semi-automatic operation) is available only for a short distance of 10 km, and that operation automation level 2 (altitude driving support) is available for other sections. ing. In this case, even if the driving mode is switched to the automatic driving for 10 km, the switching operation becomes complicated more than the reduction of the burden on the driver by the automation. Therefore, as shown in FIG. 27, by changing the operation automation level of the 10 km section to 2, the operation control method is the same as the other sections, and the switching operation is eliminated.

  When the modification of the operation plan is completed, the user selects a button indicating that (see the lower right of FIG. 26).

  In step S705, the guidance information generation unit 6 determines whether the operation control method has been corrected. If the operation control method is corrected, the process proceeds to step S706. On the other hand, when the operation control method is not corrected, the process proceeds to step S708.

  In step S706, the guidance information generation unit 6 calculates an estimated required time required for operation in the changed operation plan.

  In step S 707, the guidance information generation unit 6 presents to the user the estimated required time in the changed operation plan. At this time, for example, a screen as shown in FIG. 27 is displayed. As shown in FIG. 27, the estimated required time is updated.

  In step S 708, the user selects adoption or rejection of the presented operation plan. At this time, a dedicated screen is displayed on the user interface unit 8 so that the user can select "Yes" or "No" (see the lower right of FIG. 27).

  In step S710, the guidance information generation unit 6 determines the operation plan adopted in step S708. The information of the decided driving plan is stored in the shared memory 7 together with the planned traveling route information.

  FIG. 28 is a flowchart showing an example of an operation related to generation of guidance information based on an operation plan.

  In step S801, the guidance information generation unit 6 acquires vehicle position information from the vehicle position calculation unit 3.

  In step S802, the guidance information generation unit 6 acquires map data around the vehicle position from the map database 9.

  In step S803, the guidance information generation unit 6 acquires the driving plan and the planned traveling route information from the shared memory 7.

  In step S804, the guidance information generation unit 6 generates guidance information based on the vehicle position information, map data around the vehicle position, the driving plan, and the planned travel route information. In addition, the process of step S804 is the same as that of FIG.7 S103 except adding the information of the driving | operation automation level ahead of the advancing direction set by the driving | operation plan.

  In step S805, the guidance information generation unit 6 inputs the generated guidance information to the automatic driving control device 10.

  From the above, according to the third embodiment, it is possible to set in advance the driving automation level to be used at the time of actual traveling for the planned traveling route. For example, the semi-automatic driving function (driver needs emergency response) is available in section A, the fully automatic driving function (non-emergency response unnecessary) is available in section B, and the lane keeping function in section C However, in the case where the distance is short in any of the sections, it may be a burden on the driver to operate to switch the operation control method for each section. In such a case, according to the third embodiment, the lane keeping function with the lowest operation automation level among the sections A to C is selected in advance as the operation control method for the entire sections A to C. The advanced driving support function can be used continuously without switching the driving control method at the boundary.

<Modification>
Next, modified examples (modified examples 1 to 6) of the driving support device 1 will be described.

<Modification 1>
When changing operation control of each section in step S704 of FIG. 25, the target arrival time to arrive (pass) at the boundary point of each section (IC1, JCT2, JCT3, IC4 in the example of FIG. 26) is set. It may be possible. The target arrival time can be set only to be later than the estimated target arrival time obtained by the route search unit 5 when the planned travel route is created.

  The set target arrival time is input to the automatic driving control device 10 as guidance information, and applied to driving control by the automatic driving control device 10. Specifically, for example, in the case of operation automation level 4, the speed is lowered to pass the target point (the boundary point of the section) at the target arrival time, or parking at SA or PA is used as appropriate. Adjust the arrival time. Also, for example, in the case of the driving automation level 3, the driver can not take a nap while traveling, so the arrival time is adjusted using parking at SA or PA.

  From the above, for example, when traveling long distances at midnight using an expressway, the driver sets the arrival time of the exit of the expressway and selects fully automatic operation as the operation control method. You can take a nap until the time.

<Modification 2>
When changing the operation control of each section in step S704 of FIG. 25, it is possible to make a reservation to notify the user at the point where the operation control switches (IC1, JCT2, JCT3, IC4 in the example of FIG. 26) You may

  The reservation information of the notification is input as guidance information to the automatic driving control device 10, and is applied to the driving control by the automatic driving control device 10. Specifically, for example, in the case where the operation automation level switches from 3 to 2 at point X (change point), a reservation for notification is made by combining coordinate information (position information) of point X with information instructing notification Information is input to the automatic driving control device 10 as guidance information. In the automatic driving control device 10, when approaching the point (point X) indicated by the coordinate information, the driver is handed over from automatic driving control to manual driving control (switching of the driving control using voice guidance or vibration). Encourage).

  In addition, at the change point of the driving automation level, notification may be performed according to the driving automation level after the change (that is, the driving control after the change). In this case, for example, the driver can prepare for switching of the driving control.

  From the above, for example, it is possible to call the driver's attention by reserving information at a point (change point) at which the driving automation level falls.

<Modification 3>
When traveling ahead along the operation plan, when a traffic jam (a change in the traveling environment) is detected by traffic information or the like, a change in the operation plan may be promoted.

  Specifically, when a traffic jam ahead is detected based on traffic information or the like while traveling, the route search screen or the operation plan screen (for example, FIG. 26) is displayed again on the user interface unit 8 to prompt the user to input. Such an operation is limited to a case where the operation automation level of the operation control at the time of traveling is high (for example, the case where the steering wheel operation is unnecessary for the fully automatic operation or the semi-automatic operation) in consideration of safety.

  From the above, when a traffic jam ahead is detected, the driver's stress can be alleviated, such as changing a planned travel route and using a detour or waiting for cancellation of a traffic jam by stopping at a rest facility .

<Modification 4>
After implementation of the third modification, the user may suggest the user how to spend in the vehicle by voice in accordance with the new driving plan. For example, watching a drama or a movie may be suggested according to the estimated required time.

<Modification 5>
When traveling along the operation plan, when a change in the state of the vehicle is detected, a change in the operation plan may be prompted.

  Specifically, when a decrease in the remaining amount of fuel or a failure in a part is detected while traveling, the route search screen or the operation plan screen (for example, FIG. 26) is displayed again on the user interface unit 8 to prompt the user to input. Such an operation is limited to a case where the operation automation level of operation control at the time of traveling is high (for example, when a steering wheel operation is unnecessary in a fully automatic operation or a semi-automatic operation) in consideration of safety. In addition, when the condition (severe failure) considered to be highly urgent is detected, the user is notified only, and route search and operation plan review are executed automatically.

  From the above, it is possible to prevent gas shortage or to conduct inspection at the time of failure detection, and in the case of severe failure, it is possible to perform an emergency stop to the nearest emergency parking zone, ensuring user safety. can do.

<Modification 6>
At step S804 in FIG. 28, change point information of the operation control in the operation plan may be added to the guidance information. The added change point information is input to the automatic driving control device 10 and applied to the driving control by the automatic driving control device 10. Specifically, it can be used for control to notify in advance that the driving automation level changes.

Fourth Preferred Embodiment
First, the structure of the driving assistance device according to the fourth embodiment of the present invention will be described.

  FIG. 29 is a block diagram showing an example of the configuration of the driving support apparatus 13 according to the fourth embodiment.

  As shown in FIG. 29, the driving support device 13 includes a communication unit 14 that can communicate with the communication unit 16 of the information center device 15. The other configuration and operation of the driving support device 13 are the same as those of the first, second and third embodiments, and thus the detailed description will be omitted here.

  The information center device 15 includes a communication unit 16, a master map data management unit 17, and a master map database 18. The driving support device 13 is provided for each of a plurality of vehicles, and the information center device 15 can communicate with each driving support device 13.

  The master map data management unit 17 updates map data stored in the master map database 18 and creates data to be distributed to the driving support device 13.

  The master map database 18 stores master data of map data, and is a database on which the latest map data is quickly reflected. The change of the driving automation level is performed on the master map database 18, and thereafter, the information of the driving automation level after the change is distributed to the driving support device 13. In addition, in the master map database 18, version management of map data is performed, and it is possible to refer to past map data.

  The function of the communication unit 14 in the driving support device 13 is realized by a processing circuit. That is, the driving support device 13 includes a processing circuit for communicating with the information center device 15. The processing circuit is a processor 11 that executes a program stored in the memory 12 (see FIG. 2).

  The function of the communication unit 14 in the driving support device 13 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 12. The processing circuit implements the function of the communication unit 14 by reading and executing the program stored in the memory 12. That is, the driving support device 13 includes the memory 12 for storing a program that results in the step of communicating with the information center device 15. Moreover, it can be said that these programs cause a computer to execute the procedure or method of the communication unit 14. Here, the memory corresponds to, for example, nonvolatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, EEPROM, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD and the like.

  FIG. 30 is a block diagram showing an example of the hardware configuration of the information center device 15. As shown in FIG.

  Each function of the master map data management unit 17 and the communication unit 16 in the information center device 15 is realized by a processing circuit. That is, the information center device 15 is provided with a processing circuit for managing the master map data and communicating with the driving support device 13. The processing circuit is a processor 19 that executes a program stored in the memory 20.

  Each function of the master map data management unit 17 and the communication unit 16 in the information center device 15 is realized by software, firmware, or a combination of software and firmware. The software or firmware is described as a program and stored in the memory 20. The processing circuit implements the functions of the respective units by reading and executing the program stored in the memory 20. That is, the information center device 15 includes a memory 20 for storing a program for managing the master map data and communicating with the driving support device 13 as a result. In addition, it can be said that these programs cause a computer to execute the procedure or method of the master map data management unit 17 and the communication unit 16. Here, the memory corresponds to, for example, nonvolatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, EEPROM, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD and the like.

  Next, the operation of the driving support device 13 will be described.

  FIG. 31 is a diagram showing the transition of the state of the driving support device 13, and shows the transition of the update of the map database 9. As shown in FIG. FIG. 32 shows an update event of the map database 9 which occurs with respect to each state of the driving support device 13.

  The outline of the update of the map database 9 will be described below with reference to FIGS. The state of the driving support device 13 is always shared by the driving support device 13 and the information center device 15. Moreover, in the following, when it is described simply as "update", it shall refer to the update of the map database 9.

  When the vehicle is in the stopped state, there is no event that triggers the update of both the driving support device 13 and the information center device 15.

  When the vehicle is powered on, the driving support device 13 is activated, and the updating check and the updating event occur in response to a request for updating from the driving support device 13 to the information center device 15.

  When the update check and the update event are completed during activation of the driving support device 13, the driving support device 13 is in a traveling (updated) state, but in this state, there is no event triggered by the driving support device 13. On the other hand, when the master map database 18 of the information center device 15 is updated in the traveling (updated) state, all driving support during activation, traveling (updated), and traveling (updated) A master update notification is issued to the device 13.

  In the driving support device 13, when the master update notification is received from the information center device 15, the state transitions to running (during updating), and the update check and the update event occur. Thereafter, when the update event is completed, the driving support device 13 is in the traveling (updated) state again.

  Next, update check and update events will be described.

  FIG. 33 is a sequence diagram showing an example of the operation of the driving support device 13 and the information center device 15 at the time of update check and update event.

  The driving support device 13 transmits version information (and, if necessary, area information indicating an update check area) to the information center device 15 when it is activated or running (updated), and the update check is performed. Are required (step S901).

  The information center device 15 checks the update of the master map database 18 using the version information received from the driving support device 13 as an input key. Then, if there is an update, the difference information before and after the update in the master map database 18 is extracted, and the ID of the update patch uniquely indicating the difference information is created (step S902).

  The information center device 15 transmits, to the driving support device 13, presence / absence information of the update and the ID of the update patch (these are collectively referred to as update information) when the update is made. When the presence / absence information of the update received from the information center device 15 is “updated”, the driving support device 13 transmits the ID of the update patch to the information center device 15 to request distribution of the difference information (step S903).

  When receiving a distribution request for difference information from the driving support device 13, the information center device 15 starts distributing the difference information to the driving support device 13. When distribution of the difference information from the information center device 15 is completed, the driving support device 13 applies the received difference information to the map database 9 (step S904). After that, the driving support apparatus 13 notifies the information center apparatus 15 that the state of the driving support apparatus 13 has been updated (the update has been completed) (step S905). The information center device 15 updates the state of the driving support device 13 that has received the notification to the running state (updated) in the driving support device state list managed by the information center device 15 (step S906). The driving support device state list may be managed by the master map data management unit 17.

  Next, master update notification will be described.

  FIG. 34 is a sequence diagram showing an example of the operation of the information center device 15 and the driving support device 13 when there is a master update notification.

  When the master map database 18 is updated (step S1001), the information center device 15 acquires the driving support device state list (step S1002). The information center device 15 is one of the driving support devices 13 listed in the driving support device status list: starting, running (updated), or running (updated). A master update notification is issued for all 13 (step S1003). Specifically, the information center device 15 repeatedly performs the operations of step S1003 and step S1004 as many as the number of driving support devices 13.

  When receiving the master update notification from the information center device 15, the driving support device 13 stands by until the update processing is completed if the update processing is being performed (during start up, traveling (updated)). In addition, when the update processing is not being performed, the driving support device 13 changes the state of the driving support device 13 to traveling (during updating), and transmits the result (information indicating the update) to the information center device 15.

  When the information center device 15 receives the result from the driving support device 13, the information center device 15 changes the state of the driving support device having received the result in the driving support device state list to traveling (during update) (step S1004).

  From the above, according to the fourth embodiment, since the latest driving automation level can be used, the accuracy at the time of route search and guidance information generation can be further improved.

<Modification>
Next, modified examples (modified examples 1 and 2) of the driving support device 13 will be described.

<Modification 1>
In the driving support device 13, all types of map data are unnecessary when the route search unit 5 creates a planned travel route or when the guidance information generation unit 6 sets an operation plan (see Embodiment 3). Yes, it is sufficient if only the information necessary for the route search can be updated. Therefore, in the update check in step S901 in FIG. 33, the extraction of the difference of only the route search data may be instructed together with the version information. At this time, in step S902 in FIG. 33, only the difference information related to the data for route search is extracted. Thereafter, the same processing as that of FIG. 33 is performed.

  From the above, it is possible to shorten the waiting time of the user due to the map data update immediately after the activation of the driving support device 13.

  In addition, about data for guidance and map display, after updating of data for route search is completed, after changing the state of driving support device 13 in running (during updating), it carries out separately. Specifically, as in the case of the route search data, in the update check in step S901 in FIG. 33, it is sufficient to instruct extraction of only the guidance and the data for map display together with the version information.

<Modification 2>
When the event of the master update notification shown in FIG. 34 occurs and the map database 9 shown in FIG. 33 is updated accordingly when the state of the driving support device 13 is in a running (updated) state, The route search of the second embodiment may be executed after notifying the user that the route should be re-searched since the map database 9 has been updated.

  In a situation where the driver can not select a planned travel route from candidate routes after re-searching, such as during manual driving, a route re-searched under the same search condition as the route before re-search is automatically used as the planned travel route. May be adopted.

  From the above, it is possible to eliminate the disadvantage that the driver travels according to the old map information and the driving automation level when the map data is updated at the start of traveling.

  The driving support device described above is not limited to an on-vehicle navigation device, that is, a car navigation device, but also a PND (Portable Navigation Device) and a portable communication terminal (for example, a mobile phone, a smartphone, and a tablet terminal) The present invention can also be applied to a navigation device or a device other than the navigation device constructed as a system by appropriately combining the servers, etc. In this case, each function or each component of the driving support device is distributed and arranged to each function which constructs the above-mentioned system.

  Specifically, as an example, the function of the driving support device can be arranged in the server. For example, as shown in FIG. 35, the vehicle-mounted device 21 provided in the vehicle includes the user interface unit 8 and the sensor information acquisition unit 4, and the server 22 includes the map data management unit 2, the vehicle position calculation unit 3, and the route search unit The driving support system can be constructed by providing the guidance information generator 6, the shared memory 7, and the map database 9. The automatic driving control device 10 is provided in a vehicle. The components included in the server 22 may be distributed and disposed in the server 22 and the on-vehicle device 21 as appropriate. The same applies to the driving support device shown in FIG.

  Even in the case of the above configuration, the same effect as the above embodiment can be obtained.

  Further, software (driving support method) for executing the operation in the above embodiment may be incorporated in, for example, a server or a mobile communication terminal.

  Specifically, as one example, the above-described driving support method calculates the current position of the vehicle, and the driving automation level indicating the automation level of the automatic driving control, which is associated with each predetermined section of the road. Is stored, and based on the calculated current position of the vehicle and the map data, information on automatic driving control according to the current position of the vehicle and the driving automation level ahead thereof is generated as guidance information .

  From the above, the same effect as the above embodiment can be obtained by incorporating the software for executing the operation in the above embodiment into the server or the mobile communication terminal and operating the software.

  In the present invention, within the scope of the invention, each embodiment can be freely combined, or each embodiment can be appropriately modified or omitted.

  Although the present invention has been described in detail, the above description is an exemplification in all aspects, and the present invention is not limited thereto. It is understood that countless variations not illustrated are conceivable without departing from the scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 driving assistance apparatus, 2 map data management part, 3 own vehicle position calculation part, 4 sensor information acquisition part, 5 route search part, 6 guidance information generation part, 7 shared memory, 8 user interface part, 9 map database, 10 automatic Operation control device, 11 processor, 12 memory, 13 operation support device, 14 communication unit, 15 information center device, 16 communication unit, 17 master map data management unit, 18 master map database, 19 processor, 20 memory, 21 vehicle unit, 22 servers.

Claims (18)

A vehicle position calculation unit that calculates the current position of the vehicle;
A map database storing map data including a driving automation level indicating automation levels of automatic driving control, which are associated with predetermined sections of the road;
Based on the current position of the vehicle calculated by the vehicle position calculation unit and the map data, information on the automatic driving control according to the current position of the vehicle and the driving automation level ahead thereof is A guidance information generation unit that generates guidance information;
Equipped with
The driving automation level from the current position of the vehicle to the destination based on the current position of the vehicle calculated by the vehicle position calculation unit, a predetermined destination, and the map data. It further comprises a route search unit for searching for a route that takes into account
The route search unit determines whether or not the destination can be reached at or above the driving automation level specified via the user interface unit, and reports the determination result via the user interface unit. the shall be the feature, driving support device. A vehicle position calculation unit that calculates the current position of the vehicle;
  A map database storing map data including a driving automation level indicating automation levels of automatic driving control, which are associated with predetermined sections of the road;
  Based on the current position of the vehicle calculated by the vehicle position calculation unit and the map data, information on the automatic driving control according to the current position of the vehicle and the driving automation level ahead thereof is A guidance information generation unit that generates guidance information;
Equipped with
  The driving automation level from the current position of the vehicle to the destination based on the current position of the vehicle calculated by the vehicle position calculation unit, a predetermined destination, and the map data. It further comprises a route search unit for searching for a route that takes into account
  The destination is a point or a reachable point above the driving automation level determined by the route searching unit based on the driving automation level specified via the user interface unit and the famous place list stored in advance. A driving support apparatus characterized in that the facility is the point or facility designated from the facility through the user interface unit. When there is a change point which is a point at which the driving automation level changes in front of the vehicle, the guidance information generation unit guides changing point information indicating the driving automation level after the change and the changing point. characterized in that it added to the information, the driving support apparatus according to claim 1 or 2. The route search unit is characterized by searching for a route to the operating level of automation with priority high road, driving support apparatus according to claim 1 or 2. The route search unit is characterized in that searches for a route based on the fuel consumption in accordance with the operation automation level, driving support apparatus according to claim 1 or 2. It further comprises a display unit for displaying the route searched by the route search unit,
The display unit is characterized in that each section of the route is displayed so as to be identified for each of the operation automation level, driving support apparatus according to claim 1 or 2. The guide information generating unit, characterized in that the operating schedule for assigning the operation control method in accordance with the operation automation level corresponding to each section in the route searched by the route search unit, according to claim 1 The driving support device according to or 2 . The driving support device according to claim 7 , wherein in the driving plan, the time of passing through the section can be set via a user interface unit. Characterized in that said at operation plan can be set via the user interface unit so as to notify the fact that the operation control method is changed by the change point the operation automation level is a point which varies, according to claim 7 The driving support device described in. The guidance information generation unit is configured to urge the user to change the driving plan according to a change in the traveling environment when traveling in a section higher than the predetermined driving automation level. The driving support device according to 7 . The driving assistance apparatus according to claim 7 , wherein the guidance information generation unit performs notification according to the driving automation level after change at a change point where the driving automation level changes. The map database, and to store the operation automation level by vehicle type, the driving support apparatus according to claim 1 or 2. The map database, and to store the operation automation level by time or by periods, driving support apparatus according to claim 1 or 2. The map database hierarchically configures links constituting the road,
When each of the plurality of links having different operation automation levels in the lower layer is integrated into one link in the upper layer, the link in the upper layer corresponds to each of the links in the lower layer. It characterized in that it has information of the driver automation level, driving support apparatus according to claim 1 or 2. The map database is loaded on the vehicle,
The map database, and performs updating of the map data on the basis of the update information of the map data acquired from the outside of the vehicle, the driving support apparatus according to claim 1 or 2. The map database is loaded on the vehicle,
The map database updates the map data based on update information of the map data acquired from the outside of the vehicle.
The route search unit, when the map data updating after the route has been searched is performed, and performs a search for the route again, the driving support apparatus according to claim 1 or 2. Calculate the current position of the vehicle,
Storing map data including a driving automation level indicating the automation level of automatic driving control, which is associated with each predetermined section of the road;
Based on the calculated current position of the vehicle and the map data, information on the automatic driving control according to the current position of the vehicle and the driving automation level ahead thereof is generated as guidance information .
Search for a route taking into account the driving automation level from the current position of the vehicle to the destination based on the calculated current position of the vehicle, a predetermined destination, and the map data And
It is determined whether or not the destination can be reached above the driving automation level specified via the user interface unit;
The driving support method, wherein the determination result is notified via the user interface unit . Calculate the current position of the vehicle,
  Storing map data including a driving automation level indicating the automation level of automatic driving control, which is associated with each predetermined section of the road;
  Based on the calculated current position of the vehicle and the map data, information on the automatic driving control according to the current position of the vehicle and the driving automation level ahead thereof is generated as guidance information.
  Search for a route taking into account the driving automation level from the current position of the vehicle to the destination based on the calculated current position of the vehicle, a predetermined destination, and the map data And
  The destination is selected from points or facilities reachable above the driving automation level determined based on the driving automation level specified via the user interface unit and the famous place list stored in advance. The driving support method, which is the point or facility designated through the user interface unit.

Images