JP7081556B2 - Vehicle control unit - Google Patents

Description

The present invention relates to a vehicle control device that performs driving support control that supports the driving of a vehicle.

Patent Document 1 discloses a path search device that notifies a user of a difficult point for automatic driving. A point where automatic driving is difficult is a point where the sensor detection accuracy does not meet the criteria for acquiring peripheral information necessary for automatic driving. Examples of difficult points for automatic driving include heavy rain sections, icy road sections, dense fog sections, sections where white lines and signs cannot be detected by sensors, and the like. The route search device predicts the difficult point of automatic driving and notifies the user of the predicted difficult point of automatic driving.

International Publication No. 2016/139748

Consider driving support control that supports the driving of a vehicle. Driving assistance control is classified into multiple levels (stages). The level of driving assistance that can be achieved depends on the location. Therefore, there is a possibility that the driving support level will change while the vehicle is running.

When the driving support level decreases, the burden on the driver may increase. Therefore, it is preferable that the driver can recognize the decrease in the driving support level in advance. For example, the driver may be able to predict to some extent a decline in driving assistance levels from changes in surrounding conditions such as terrain and road structure. However, when the surrounding conditions change suddenly, the driver cannot afford to prepare for the decrease in the driving support level.

One object of the present invention is to provide a technique for driving support control of a vehicle so that the driver can prepare for a decrease in the driving support level with a margin.

In one aspect of the present invention, there is provided a vehicle control device that performs driving support control that supports the driving of the vehicle.
The vehicle control device is
A storage device that stores map information and
It is provided with a processor that performs the driving support control based on the map information.
The evaluation value of the map information indicates the certainty of the map information for each position in the absolute coordinate system.
The maximum permissible level of the driving support control is predetermined based on the evaluation value.
The maximum permissible level when the evaluation value is equal to or higher than the threshold value is higher than the maximum permissible level when the evaluation value is less than the threshold value.
The storage device further includes
Tolerance level information indicating the highest permissible level for each section on the target route, and
Evaluation value information indicating the evaluation value is stored for each position on the target route.
The processor
Based on the permissible level information, a selection level equal to or lower than the maximum permissible level is determined in advance for each section, and the driving support control is performed at the selection level.
By recognizing in advance the first position or the first timing at which the selection level is lowered,
At the notification position before the first position or the notification timing before the first timing, the driver of the vehicle is notified of the decrease in the selection level.
The processor further
Based on the evaluation value information, the gradient of the decrease in the evaluation value that causes the decrease in the selection level is calculated.
The larger the gradient, the earlier the notification position or the notification timing is set.

According to the present invention, the processor recognizes in advance the decrease in the selection level of the driving support control, and notifies the driver of the decrease in the selection level. As a result, the driver can recognize the decrease in the selection level in advance and prepare for the decrease in the selection level in advance.

Further, the processor recognizes the decrease in the evaluation value of the map information that causes the selection level to decrease, and dynamically sets the notification position or the notification timing according to the decrease gradient. Specifically, the processor sets the notification position or the notification timing earlier as the decreasing gradient becomes larger. This allows the driver to be prepared for a drop in selection level. This contributes to the improvement of convenience.

It is a conceptual diagram for demonstrating the driving support control with respect to the vehicle which concerns on embodiment of this invention. It is a conceptual diagram for demonstrating an example of a plurality of driving support levels in an embodiment of the present invention. It is a conceptual diagram which shows an example of the distribution of the highest permissible level along the target route in embodiment of this invention. It is a conceptual diagram for demonstrating map information and evaluation value in Embodiment of this invention. It is a conceptual diagram for demonstrating an example of the method of determining the highest permissible level based on the evaluation value which concerns on embodiment of this invention. It is a block diagram which shows schematic structure of the map information system which concerns on embodiment of this invention. It is a block diagram which shows the structural example of the driving support system which concerns on embodiment of this invention. It is a block diagram which shows the example of the information acquisition device and the driving environment information in the driving support system which concerns on embodiment of this invention. It is a conceptual diagram which shows an example of the driving support control by the vehicle control device which concerns on embodiment of this invention. It is a conceptual diagram for demonstrating the notification processing by the vehicle control device which concerns on embodiment of this invention. It is a conceptual diagram for demonstrating the notification processing by the vehicle control device which concerns on embodiment of this invention. It is a flowchart which shows the process which concerns on the notification process by the vehicle control device which concerns on embodiment of this invention. It is a conceptual diagram for demonstrating the notification processing by the vehicle control device which concerns on embodiment of this invention.

Embodiments of the present invention will be described with reference to the accompanying drawings.

1. 1. Outline of Driving Assistance Control FIG. 1 is a conceptual diagram for explaining driving assistance control according to the present embodiment. The driving support system 10 is mounted on the vehicle 1. The driving support system 10 performs "driving support control" to support the driving of the vehicle 1.

Driving assistance control includes at least one of steering control, acceleration control, and deceleration control. Such driving assistance controls include automatic driving control, trajectory-following control, lane tracing assist control, collision avoidance control, and adaptive cruise control. Control (ACC: Adaptive Cruise Control), etc. are exemplified.

In the following description, a case where the vehicle 1 travels along a predetermined target route TR will be considered. The target route TR is determined based on, for example, the current position and the destination. When the vehicle 1 travels on the target route TR, the driving support system 10 performs driving support control.

In this embodiment, driving support control is classified into a plurality of levels (stages). The level of driving support control is hereinafter referred to as "driving support level". High and low comparisons are possible between multiple driving assistance levels. The higher the driving support level, the more driving operations the driving support system 10 is responsible for. It can be said that the driving support level represents the degree (delegation degree) in which the driver delegates the driving of the vehicle 1 to the driving support system 10.

FIG. 2 is a conceptual diagram for explaining an example of a plurality of driving support levels. The driving support level LV-A is the lowest, and the driving support level LV-E is the highest. For example, the contents of the driving support levels LV-A to LV-E are as follows.

[LV-A] Elementary driving support control (example: adaptive cruise control)
[LV-B] Limited driving support control (example: adaptive cruise control + lane keeping support control)
[LV-C] The driving support system 10 performs steering control. The driver may take his hand off the steering wheel (hands-off). The driver is required to monitor the situation around the vehicle 1. The driver performs manual operation as needed.
[LV-D] The driving support system 10 performs all of steering control, acceleration control, and deceleration control. The driver does not have to monitor the situation around the vehicle 1 (eyes-off). However, in an emergency, the driver assistance system 10 issues a "transition demand" requesting the driver to start manual operation. The driver starts manual operation within a predetermined time in response to the migration request.
[LV-E] The driving support system 10 performs all of steering control, acceleration control, and deceleration control. The driver does not have to monitor the situation around the vehicle 1. In an emergency, the driver assistance system 10 automatically evacuates the vehicle 1 to a safe place.

The classification of driving support levels is not limited to that shown in FIG. For example, each driving support level may be further layered. As another example, the classification of driving assistance levels may be consistent with the commonly used classification of autonomous driving levels.

The level of driving assistance that can be achieved by the driving assistance system 10 may vary from location to location. The highest feasible driving assistance level is hereinafter referred to as the "highest permissible level MLV".

FIG. 3 shows an example of the distribution of the highest permissible level MLV along the target route TR. The horizontal axis represents the position on the target route TR, and the vertical axis represents the highest allowable level MLV. The highest permissible level MLV is not constant but fluctuates along the target route TR. The range in which the highest permissible level MLV continues at a constant level is hereinafter referred to as "interval". The maximum permissible level MLV for each section is determined in advance (an example of the determination method will be described later). The driving support system 10 recognizes the maximum allowable level MLV for each section on the target route TR, and performs driving support control at a level equal to or lower than the maximum allowable level MLV.

2. 2. An example of a method for determining the maximum allowable level Next, an example of a method for determining the maximum allowable level MLV of driving support control will be described.

2-1. Evaluation value of map information Advanced map information MAP is used for driving support control according to this embodiment. The map information MAP provides various information associated with the position. Positions are absolute positions and are defined in the absolute coordinate system (latitude, longitude, altitude). For example, the map information MAP indicates the position of a stationary object (eg, guardrail, wall), road surface, feature (eg, white line, pole, signboard), etc. on the road.

As shown in FIG. 4, the map information MAP is associated with the “evaluation value P” of the map information MAP. The evaluation value P indicates the “certainty” of the map information MAP for each position in the absolute coordinate system. For example, in the case of the map information MAP indicating the position of the feature, the evaluation value P indicates the certainty that the feature exists at the position indicated by the map information MAP. Accuracy can also be rephrased as accuracy or reliability. The evaluation value P can also be rephrased as quality or score.

The higher the evaluation value P of the map information MAP, the higher the accuracy of the driving support control using the map information MAP, and it becomes possible to carry out a higher level of driving support control. Therefore, in the present embodiment, the maximum permissible level MLV of the driving support control is determined based on the evaluation value P of the map information MAP.

FIG. 5 is a conceptual diagram for explaining an example of a method for determining the maximum allowable level MLV. The horizontal axis represents the position on the target route TR. The vertical axis represents the evaluation value P.

As shown in FIG. 5, the threshold value TH is set for each driving support level. The threshold value TH is the minimum evaluation value P required to carry out the driving support control of each driving support level with sufficient accuracy. In other words, the threshold value TH is the minimum evaluation value P required to allow each driving support level. For example, the threshold value TH-C is the minimum evaluation value P required to allow the driving support level LV-C. When the evaluation value P is less than the threshold value TH-C, the driving support level LV-C is not allowed. On the other hand, when the evaluation value P is equal to or higher than the threshold value TH-C, the driving support level LV-C is allowed.

The highest permissible level MLV is the highest permissible driving assistance level. For example, in the section between positions X1 and position X2, the highest permissible level MLV is the driving support level LV-D. In the section between positions X3 and position X4, the highest permissible level MLV is the driving support level LV-B. In the section between positions X5 and position X6, the highest permissible level MLV is the driving support level LV-E.

In this way, the maximum permissible level MLV is determined based on the contrast between the evaluation value P and the threshold value TH. The maximum permissible level MLV in the section where the evaluation value P is equal to or higher than the threshold value TH is higher than the maximum permissible level MLV in the section where the evaluation value P is less than the threshold value TH.

2-2. Map information system FIG. 6 is a block diagram schematically showing the configuration of the map information system 100 according to the present embodiment. The map information system 100 is a system that manages and uses the map information MAP. More specifically, the map information system 100 includes a map database 110, a database management device 120, and a level determination device 130.

The map database 110 is a collection of map information MAPs used for driving support control. The map database 110 is stored in a predetermined storage device.

The database management device 120 manages the map database 110. More specifically, the database management device 120 acquires the driving environment information 200 from the driving support system 10 of the vehicle 1. The driving environment information 200 is information indicating the driving environment of the vehicle 1. For example, the driving environment information 200 includes position information indicating the position of the vehicle 1, peripheral situation information indicating the surrounding situation of the vehicle 1, and the like. The database management device 120 manages the map database 110 based on the operating environment information 200. The management of the map database 110 includes the management (generation, update) of the map information MAP and the evaluation value P.

As an example, consider a map information MAP indicating the position of a feature (eg, white line, pole, signboard). The database management device 120 detects the feature based on the above peripheral situation information. Further, the database management device 120 calculates the absolute position of the feature from the detection position and the position information of the feature. Every time the vehicle 1 travels on the same road, the same feature is repeatedly detected. The map information MAP is updated by repeatedly calculating the absolute position of the same feature.

The evaluation value P indicates the certainty that the feature is present at the position indicated by the map information MAP. For example, the evaluation value P is low when the number of detections of the feature is small, and the evaluation value P is high as the number of detections is large. Further, the larger the variance of the calculated position of the feature, the lower the evaluation value P. Every time the vehicle 1 travels on the same road, the evaluation value P is updated together with the map information MAP.

The level determination device 130 automatically determines the maximum allowable level MLV for driving support control. Specifically, the level determination device 130 determines the maximum allowable level MLV based on the evaluation value P associated with the map information MAP (see FIG. 5).

For example, the level determination device 130 receives the target route information 300 indicating the target route TR from the driving support system 10. The level determination device 130 acquires the evaluation value P associated with the map information MAP along the target route TR from the map database 110. Then, the level determination device 130 determines the maximum allowable level MLV for each section on the target route TR based on the evaluation value P. The level determination device 130 sends the allowable level information 400 indicating the maximum allowable level MLV for each section on the target route TR to the driving support system 10.

The map information system 100 may be mounted on the vehicle 1 or may be arranged on a management server outside the vehicle 1. Alternatively, the map information system 100 may be distributed to the vehicle 1 and the management server. At least a part of the map information system 100 may be included in the driving support system 10.

As described above, according to the present embodiment, the maximum allowable level MLV is determined based on the evaluation value P of the map information MAP. Since the evaluation value P of the map information MAP is taken into consideration, the maximum allowable level MLV is appropriately determined. As a result, the convenience of the driver of the vehicle 1 is improved. In addition, safety is improved because inappropriate driving support control is suppressed.

For example, when the evaluation value P of the map information MAP is low, the accuracy of the driving support control based on the map information MAP may also be low. In this case, the maximum permissible level MLV is automatically lowered, so that the driving support control is performed within a reasonable range. As a result, it is possible to prevent the driver from feeling uncomfortable with the driving support control. On the other hand, when the evaluation value P of the map information MAP is high, it is possible to carry out high-level driving support control with sufficient accuracy. In this case, the maximum permissible level MLV becomes high, so that the convenience of the driver is improved.

3. 3. Driving support system Hereinafter, the driving support system 10 according to the present embodiment will be described in more detail.

3-1. Overall Configuration FIG. 7 is a block diagram schematically showing a configuration example of the driving support system 10 according to the present embodiment. The driving support system 10 includes an information acquisition device 20, a traveling device 30, an HMI (Human-Machine Interface) unit 40, and a vehicle control device 50.

3-2. Information acquisition device 20
The information acquisition device 20 acquires the driving environment information 200 indicating the driving environment of the vehicle 1.

FIG. 8 is a block diagram showing an example of the information acquisition device 20 and the operating environment information 200. The information acquisition device 20 includes a map information acquisition device 21, a position information acquisition device 22, a recognition sensor 23, and a vehicle state sensor 24. The driving environment information 200 includes map information 210, position information 220, surrounding situation information 230, and vehicle state information 240.

The map information acquisition device 21 acquires map information 210. The map information 210 includes general road map information indicating the lane arrangement and the road shape. Further, the map information 210 also includes the above-mentioned advanced map information MAP. The map information acquisition device 21 acquires map information 210 of a required area from the map information system 100 (map database 110) shown in FIG. The map database 110 may be stored in a predetermined storage device mounted on the vehicle 1 or may be stored in a management server external to the vehicle 1. In the latter case, the map information acquisition device 21 communicates with the management server and acquires the necessary map information 210.

The position information acquisition device 22 acquires position information 220 indicating the position and posture of the vehicle 1. For example, the position information acquisition device 22 includes a GPS (Global Positioning System) device that measures the position and direction of the vehicle 1. The position information acquisition device 22 may further include a posture sensor that detects the posture of the vehicle 1.

The recognition sensor 23 recognizes (detects) the situation around the vehicle 1. For example, the recognition sensor 23 includes a camera, a lidar (LIDAR: Laser Imaging Detection and Ranging), and a radar. The surrounding situation information 230 shows the recognition result by the recognition sensor 23. For example, the peripheral situation information 230 includes target information regarding a target recognized by the recognition sensor 23. Examples of the target include white lines, peripheral vehicles, obstacles, roadside objects, and the like.

The vehicle state sensor 24 acquires the vehicle state information 240 indicating the state of the vehicle 1. For example, the vehicle condition sensor 24 includes a vehicle speed sensor, a yaw rate sensor, an acceleration sensor, and a steering angle sensor. The vehicle speed sensor detects the vehicle speed (speed of vehicle 1). The yaw rate sensor detects the yaw rate of the vehicle 1. The acceleration sensor detects the acceleration of the vehicle 1 (lateral acceleration, front-back acceleration, vertical acceleration). The steering angle sensor detects the steering angle of the vehicle 1.

3-3. Traveling device 30
The traveling device 30 includes a steering device, a driving device, and a braking device. The steering device steers the wheels of the vehicle 1. For example, the steering device includes a power steering (EPS) device. The drive device is a power source that generates a driving force. Examples of the drive device include an engine, an electric motor, an in-wheel motor, and the like. The braking device generates a braking force.

3-4. HMI unit 40
The HMI unit 40 is an interface for providing information to the driver and receiving information from the driver. Specifically, the HMI unit 40 has an input device and an output device. Examples of the input device include a touch panel, a switch, a microphone, and the like. Examples of the output device include a display device, a speaker, and the like.

3-5. Vehicle control device 50
The vehicle control device 50 includes a processor 51 and a storage device 52. For example, the vehicle control device 50 is a microcomputer. Various information is stored in the storage device 52. The processor 51 performs various processes by executing a computer program. The computer program is stored in the storage device 52 or recorded on a computer-readable recording medium.

The processor 51 acquires the operating environment information 200 from the information acquisition device 20, and stores the operating environment information 200 in the storage device 52.

The processor 51 acquires the target route information 300 indicating the target route TR, and stores the target route information 300 in the storage device 52. The target route TR is determined based on the current position and destination of the vehicle 1. For example, the processor 51 determines the target route TR based on the map information 210 and the position information 220. As another example, the user of vehicle 1 may specify a target route TR through the HMI unit 40. As yet another example, the processor 51 may acquire the target route information 300 generated in advance through communication.

The processor 51 acquires the permissible level information 400 and stores the permissible level information 400 in the storage device 52. The permissible level information 400 indicates the maximum permissible level MLV for each section on the target route TR (see FIG. 3). As described above, the level determination device 130 determines the maximum permissible level MLV and generates the permissible level information 400. The level determination device 130 may be included in the vehicle control device 50, or may be included in an external system of the vehicle 1. In the latter case, the processor 51 sends the target route information 300 to the external system, and the external system returns the allowable level information 400 regarding the target route TR to the vehicle control device 50.

The processor 51 acquires the evaluation value information 500 and stores the evaluation value information 500 in the storage device 52. The evaluation value information 500 indicates an evaluation value P for each position on the target route TR (see FIG. 5). The processor 51 acquires the evaluation value information 500 from the map information system 100 (map database 110). The map database 110 may be stored in a predetermined storage device mounted on the vehicle 1 or may be stored in a management server external to the vehicle 1. In the latter case, the processor 51 communicates with the management server and acquires the necessary evaluation value information 500.

Further, the processor 51 performs vehicle travel control for controlling the travel of the vehicle 1. Specifically, the processor 51 controls the vehicle travel by controlling the operation of the travel device 30. Vehicle travel control includes steering control, acceleration control, and deceleration control. Steering control is performed through the steering device. Acceleration control is performed through the drive unit. Deceleration control is performed through the braking device.

The processor 51 performs driving support control by appropriately performing vehicle traveling control. Specifically, the processor 51 generates a driving plan necessary for driving support control based on the driving environment information 200 including the map information 210. Then, the processor 51 performs vehicle travel control so that the vehicle 1 travels according to the travel plan.

For example, a travel plan includes a target trajectory that includes a target position and a target speed. The processor 51 generates a target trajectory based on the map information 210, the position information 220, and the surrounding situation information 230. Then, the processor 51 performs vehicle traveling control so that the vehicle 1 follows the target track.

In particular, in the present embodiment, the driving support control when the vehicle 1 travels along the target route TR will be considered.

FIG. 9 is a conceptual diagram showing an example of driving support control along the target route TR. The horizontal axis represents the position or time along the target route TR. The vertical axis represents the evaluation value P.

In the following description, position and time are treated as equivalent. The processor 51 can convert the position into time by using the vehicle speed information regarding the vehicle speed on the target route TR. Various examples can be considered as vehicle speed information.

For example, the past vehicle speed history is used. More specifically, when the vehicle 1 has traveled on the target route TR in the past, the vehicle speed indicated by the vehicle state information 240 is recorded. Vehicle speed history information indicating the vehicle speed history is created in advance and stored in the storage device 52. The processor 51 can convert the position on the target route TR into time based on the position information 220 and the vehicle speed history information.

As another example, the speed limit is used. In this case, it is assumed that the vehicle 1 travels at the speed limit. The speed limit information is included in the map information 210, for example. The processor 51 can convert the position on the target route TR into time based on the position information 220 and the speed limit information.

In the driving support control, the processor 51 recognizes the current position of the vehicle 1 based on the position information 220. Further, the processor 51 recognizes in advance the transition of the maximum allowable level MLV along the target route TR based on the allowable level information 400. Then, the processor 51 determines the "selection level SLV" which is equal to or lower than the maximum allowable level MLV for each section. Typically, the selection level SLV is the highest permissible level MLV. When the vehicle 1 travels in the section, the processor 51 performs driving support control at the selection level SLV.

As shown in FIGS. 5 and 9, the highest permissible level MLV is not constant but fluctuates along the target route TR. Therefore, the selection level SLV may be switched while the vehicle 1 is traveling along the target route TR. When the selection level SLV is switched, the operation required for the driver of the vehicle 1 may also change. In particular, if the selection level SLV is lowered, the load on the driver may increase. For example, when the selection level SLV drops from LV-C to LV-B, the driver needs to grab the steering wheel.

In order to prepare for the decrease in the selection level SLV, it is preferable that the driver can recognize the decrease in the selection level SLV in advance. Therefore, according to the present embodiment, the processor 51 performs "notification processing" for notifying the driver of the decrease in the selection level SLV. An output device (display device, speaker, etc.) of the HMI unit 40 is used for the notification process. The processor 51 conveys a message notifying the decrease in the selection level SLV to the driver through display or voice. Hereinafter, the notification process according to the present embodiment will be described in more detail.

4. Notification processing 4-1. Overview FIGS. 10 and 11 are conceptual diagrams for explaining the notification process according to the present embodiment. The horizontal axis represents the position or time along the target route TR. The vertical axis represents the evaluation value P. Here, consider the case where the selection level SLV decreases from the second level LV2 to the first level LV1 lower than the second level LV2.

The first position X1 is a position where the selection level SLV drops from the second level LV2 to the first level LV1. The notification position XN is a position where the processor 51 performs notification processing. The notification position XN is before the first position X1.

The first timing T1 is a timing at which the selection level SLV drops from the second level LV2 to the first level LV1. The notification timing TN is a timing at which the processor 51 performs notification processing. The notification timing TN is before the first timing T1.

At the notification position XN or the notification timing TN, the driver is notified of the decrease in the selection level SLV. As a result, the driver can recognize the decrease in the selection level SLV in advance and prepare for the decrease in the selection level SLV in advance. For example, the driver can prepare for the increased burden associated with the lowering of the selection level SLV.

Further, according to the present embodiment, the notification position XN or the notification timing TN is changed to "dynamic" from the following viewpoints.

The evaluation value P of the map information MAP is also affected by the complexity of the terrain and the road structure. As the terrain and road structure become more complicated, the evaluation value P, which is the certainty of the map information MAP, tends to be lower. A decrease in the evaluation value P causes a decrease in the selection level SLV, but the decrease in the evaluation value P may be reflected in changes in the terrain and the road structure. Therefore, the driver can predict a decrease in the selection level SLV to some extent from changes in the surrounding conditions such as terrain and road structure.

In the example shown in FIG. 10, the decrease in the evaluation value P that causes the decrease in the selection level SLV is relatively gradual. This means that changes in surrounding conditions such as terrain and road structure are gradual. In this case, the driver can predict to some extent a decrease in the selection level SLV from changes in the surrounding conditions. Therefore, it is considered that the driver can prepare for the decrease of the selection level SLV with a margin without moving the notification position XN or the notification timing TN so much.

On the other hand, in the example shown in FIG. 11, the evaluation value P that causes a decrease in the selection level SLV is rapidly decreased. In this case, the driver cannot predict the decrease in the selection level SLV from the surrounding conditions such as the terrain and the road structure. Instead, the notification position XN or notification timing TN is set even earlier than in the case shown in FIG. This allows the driver to be prepared for a drop in the selection level SLV with a margin.

That is, according to the present embodiment, the notification position XN or the notification timing TN is dynamically set according to the gradient of the decrease in the evaluation value P that causes the selection level SLV to decrease.

4-2. Processing by Processor FIG. 12 is a flowchart showing processing related to the notification processing according to the present embodiment.

In step S100, the processor 51 recognizes in advance the decrease in the selection level SLV. As described above, the processor 51 recognizes the transition of the maximum allowable level MLV in advance based on the allowable level information 400, and determines the selection level SLV equal to or lower than the maximum allowable level MLV for each section. Therefore, the processor 51 can recognize in advance the first position X1 or the first timing T1 in which the selection level SLV is lowered.

In step S200, the processor 51 recognizes in advance the transition of the evaluation value P along the target route TR based on the evaluation value information 500. Further, the processor 51 recognizes a decrease in the evaluation value P that causes a decrease in the selection level SLV based on the transition of the evaluation value P. Then, the processor 51 calculates the gradient of the decrease of the evaluation value P. The gradient of decrease in evaluation value P that causes a decrease in selection level SLV is hereinafter referred to as "decrease gradient G". The decreasing gradient G may be a temporal gradient or a positional gradient.

FIG. 13 is a conceptual diagram for explaining a method of calculating the decreasing gradient G. For example, the differential value of the evaluation value P at the first position X1 or the first timing T1 is calculated as the decreasing gradient G.

As another example, consider a predetermined range RA including before and after the first position X1 or the first timing T1. The average slope of the evaluation value P in the predetermined range RA is calculated as the decreasing slope G.

As yet another example, consider a predetermined range RB immediately before the first position X1 or the first timing T1. The average slope of the evaluation value P in the predetermined range RB is calculated as the decreasing slope G.

As yet another example, consider a predetermined range RC that is before the first position X1 or the first timing T1 and is a little away from the first position X1 or the first timing T1. The average slope of the evaluation value P in the predetermined range RC is calculated as the decreasing slope G.

In step S300, the processor 51 dynamically sets the notification position XN or the notification timing TN according to the decreasing gradient G. More specifically, the processor 51 sets the notification position XN or the notification timing TN earlier as the decreasing gradient G becomes larger. Here, "the decreasing gradient G is large" means that the absolute value of the decreasing gradient G is large. "Notification position XN is in front" means that the notification position XN is closer to the current position. "Notification timing TN is before" means that the notification timing TN is earlier (closer to the current time).

After that, the vehicle 1 reaches the notification position XN. Alternatively, the notification timing TN has arrived. At the notification position XN or the notification timing TN, the processor 51 performs notification processing (step S400). Specifically, the processor 51 notifies the driver of the decrease in the selection level SLV through the HMI unit 40.

4-3. Effect As described above, the processor 51 recognizes in advance the decrease in the selection level SLV of the driving support control, and performs the notification process of notifying the driver of the decrease in the selection level SLV. As a result, the driver can recognize the decrease in the selection level SLV in advance and prepare for the decrease in the selection level SLV in advance. For example, the driver can prepare for the increased burden associated with the lowering of the selection level SLV.

Further, the processor 51 recognizes a decrease in the evaluation value P of the map information MAP that causes a decrease in the selection level SLV, and dynamically sets the notification position XN or the notification timing TN according to the decrease gradient G. Specifically, the processor 51 sets the notification position XN or the notification timing TN earlier as the decreasing gradient G becomes larger. This allows the driver to be prepared for a drop in the selection level SLV with a margin. This contributes to the improvement of convenience.

1 Vehicle 10 Driving support system 20 Information acquisition device 21 Map information acquisition device 22 Position information acquisition device 23 Recognition sensor 24 Vehicle status sensor 30 Traveling device 40 HMI unit 45 Display device 50 Vehicle control device 51 Processor 52 Storage device 100 Map information system 110 Map database 120 Database management device 130 Level determination device 200 Operating environment information 210 Map information 220 Location information 230 Peripheral status information 240 Vehicle status information 300 Target route information 400 Allowable level information 500 Evaluation value information MLV Highest allowable level SLV selection level TR Target route

Claims (1)

It is a vehicle control device that performs driving support control to support the driving of the vehicle.
A storage device that stores map information and
It is equipped with a processor that performs the driving support control based on the map information.
The evaluation value of the map information indicates the certainty of the map information for each position in the absolute coordinate system.
The maximum permissible level of the driving support control is determined in advance based on the evaluation value.
The maximum permissible level when the evaluation value is equal to or more than the threshold value is higher than the maximum permissible level when the evaluation value is less than the threshold value.
The storage device further includes
Tolerance level information indicating the highest permissible level for each section on the target route, and
Evaluation value information indicating the evaluation value is stored for each position on the target route.
The processor
Based on the permissible level information, a selection level equal to or lower than the maximum permissible level is determined in advance for each section, and the driving support control is performed at the selection level.
By recognizing in advance the first position or the first timing at which the selection level is lowered,
At the notification position before the first position or the notification timing before the first timing, the driver of the vehicle is notified of the decrease in the selection level.
The processor further
Based on the evaluation value information, the gradient of the decrease in the evaluation value that causes the decrease in the selection level is calculated.
A vehicle control device that sets the notification position or the notification timing earlier as the gradient becomes larger.

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