JP7388268B2 - Driving assistance systems and programs - Google Patents

Description

The present invention relates to a driving support system and a driving support program.

BACKGROUND ART Conventionally, a technique is known in which, regarding a lane that becomes passable when a predetermined condition is met, when the condition is met, guidance is given to a route for traveling on the lane. For example, in Patent Document 1, regarding the HOV lane in which driving is permitted when the number of passengers in the vehicle is more than a predetermined number of people, it is stated that when the number of passengers in the vehicle is more than the predetermined number, driving in the HOV lane is possible. A navigation device is disclosed that searches for a route using lanes with priority.

Japanese Patent Application Publication No. 2011-137725

In Patent Document 1, when the opening/closing of a vehicle door is detected during route guidance, it is determined whether or not it is possible to travel in the HOV lane again, as there is a possibility that the number of passengers has changed, and the vehicle is allowed to travel. If not, a route that does not use the HOV lane may be searched. In this way, in order to realize the process of not searching for a route that uses the HOV lane when the number of passengers is less than a predetermined number of passengers, but searching for a route that uses the HOV lane when the number of passengers is more than a predetermined number, the route is If the number of passengers changes while the vehicle is traveling, it is necessary to re-search the route. However, if the route is re-searched frequently, not only will the load on the navigation device increase, but the route may also be changed frequently, which may place a burden on the user.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a technology that can reduce the possibility of burden on users due to frequent route changes caused by frequent route re-searches. With the goal.

In order to achieve the above object, the driving support system of the present invention includes a number of passengers detection unit that detects the number of passengers in a vehicle, and a lane for special lanes in which driving is permitted when the number of passengers is greater than or equal to a predetermined number of passengers. a route search unit that searches for a route to a destination based on map information including a type, and when the number of passengers is greater than or equal to the predetermined number of passengers, the special lane is selected as a candidate when searching for the route. included, and if the number of passengers is less than the predetermined number of passengers, the special lane is not included in the candidates, and if the number of passengers decreases, the route is re-searched in a first trigger after the number of passengers decreases. If the number of passengers increases, the route is re-searched in a second trigger after the number of passengers increases, and the period from when the number of passengers increases until the second trigger occurs is as follows: The period is longer than the period from when the number of passengers decreases until the first trigger occurs.

In addition, in order to achieve the above object, the driving support program of the present invention includes a computer, a number of passengers detection unit that detects the number of passengers in the vehicle, and a special system that allows driving when the number of passengers is equal to or greater than a predetermined number of passengers. It functions as a route search unit that searches for a route to a destination based on map information that includes lane types for lanes, and if the number of passengers is equal to or greater than the predetermined number of passengers, it is used as a candidate when searching for the route. The special lane is included, and if the number of passengers is less than the predetermined number of passengers, the special lane is not included in the candidates, and if the number of passengers decreases, the route is selected in the first trigger after the number of passengers decreases. If the number of passengers increases, the route is re-searched in a second trigger after the number of passengers increases, and from the time the number of passengers increases until the second trigger occurs. The period is longer than the period from when the number of passengers decreases until the first trigger occurs.

According to the configuration of the present invention described above, the period from when the number of passengers increases until the second trigger occurs is longer than the period from when the number of passengers decreases until the first trigger occurs. Therefore, compared to a comparative example in which the period from when the number of passengers decreases until the route is researched is the same as the period from when the number of passengers increases until the route is researched, The frequency at which route re-search is performed can be reduced. Therefore, compared to the comparative example, it is possible to reduce the possibility that the user will be burdened by frequent route changes caused by frequent re-searches for the route. Furthermore, the load on the navigation device due to frequent route re-searches can also be reduced compared to the comparative example.

FIG. 2 is a block diagram of a driving support system. It is a flow of route search processing. It is a flow of route re-search processing. FIG. 2 is a block diagram of a driving support system.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of the driving support system of the first embodiment:
(2) Route search processing:
(3) Route re-search processing (4) Configuration of the driving support system of the second embodiment:
(5) Other embodiments:

(1) Configuration of the driving support system of the first embodiment:
FIG. 1 is a block diagram showing the configuration of a driving support system 10 according to a first embodiment mounted on a vehicle. In this embodiment, the driving support system 10 is included in a navigation system installed in a vehicle. The driving support system 10 includes a control unit 20 including a CPU, RAM, ROM, etc., and a recording medium 30. The control unit 20 can execute a program stored in a ROM or the like.

Map information 30a is recorded on the recording medium 30. The map information 30a is information used to identify the location of the vehicle, the facilities to be guided, etc., and includes node data indicating the location of nodes set on the road on which the vehicle travels, and the shape of the road between nodes. It includes shape interpolation point data indicating the positions of shape interpolation points for identification, link data indicating connections between nodes, data indicating the positions of roads and features existing around them, and the like.

The link data is associated with various pieces of information regarding the road section indicated by the link data. For example, information indicating the cost of the road section, the lanes that make up the road section, and the lane type of the lanes are associated with each other. Cost is information used for route searching, and the longer the distance of a road section, the greater the cost associated with it. Furthermore, in this embodiment, a cost is also associated with each lane that constitutes a road section. In this embodiment, the route specified when a route search is performed is a route in which not only the road section on which the vehicle should be traveled, but also the lane on which the vehicle should travel among the lanes that make up the road section. It is.

The lane type is a type for classifying normal lanes and HOV lanes. The HOV (High Occupancy Vehicle) lane is a special lane in which driving is permitted when the number of passengers is greater than or equal to a predetermined number of passengers. In this embodiment, the predetermined number of passengers is two, and the HOV lane is a lane in which driving is permitted when the number of passengers is two or more. On the other hand, the normal lane, unlike the HOV lane, is a lane in which the vehicle can travel even if the conditions regarding the number of passengers are not met. When the lane type is an HOV lane, a lower cost is associated with it than a normal lane. Road sections including HOV lanes include road sections consisting only of HOV lanes and road sections including HOV lanes and normal lanes. The road section including the HOV lane and the normal lane further includes a road section where the lane can be changed between the HOV lane and the normal lane, and a road section where the lane cannot be changed. Note that the cost setting method and lane type classification method described above are merely examples, and various other configurations may be adopted.

The vehicle according to this embodiment includes a GNSS receiving section 41, a vehicle speed sensor 42, a gyro sensor 43, a fastening sensor 45, a communication section 47, and a user I/F section 49. The GNSS receiving unit 41 is a device that receives signals from the Global Navigation Satellite System, receives radio waves from navigation satellites, and outputs a signal for calculating the current location of the vehicle via an interface (not shown). The control unit 20 obtains this signal and obtains the current location of the vehicle. The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of wheels included in the vehicle. The control unit 20 obtains this signal via an interface (not shown) and obtains the vehicle speed. The gyro sensor 43 detects the angular acceleration of the turning of the vehicle in a horizontal plane, and outputs a signal corresponding to the direction of the vehicle. The control unit 20 obtains this signal and obtains the traveling direction of the vehicle. The vehicle speed sensor 42, the gyro sensor 43, and the like are used to specify the traveling trajectory of the vehicle. In this embodiment, the current location of the vehicle is specified based on the starting point and the traveling trajectory, and the current location of the vehicle specified based on the starting point and the traveling trajectory is corrected based on the output signal of the GNSS receiving unit 41. Ru.

The fastening sensor 45 is a sensor that detects whether the seat belt is fastened by a fastening member. The fastening sensor 45 outputs to the control unit 20 either a detection signal that detects a state in which the seat belt is fastened or a detection signal that detects a state in which the seat belt is not fastened. A fastening sensor 45 is provided for each seat in the vehicle.

The communication unit 47 is a device for wireless communication with a traffic information management system (not shown). The traffic information management system is a system that monitors roads to be monitored and generates traffic information indicating the degree of congestion in road sections that are set in advance as targets for generation. In this embodiment, the traffic information includes congestion information indicating the starting position of a congested section, the length of the congested section, and the degree of congestion (multi-level degree of congestion, vacancy, etc.). The traffic information management system performs monitoring at predetermined intervals and generates traffic information for each road section. The control unit 20 can obtain traffic information on an arbitrary road section from the traffic information management system at predetermined intervals via the communication unit 47. In this embodiment, the predetermined interval is one minute, but any time interval may be set.

The user I/F unit 49 is an interface unit for receiving instructions from the user and providing various information to the user, and includes a display unit including a touch panel display (not shown), input units such as switches, and speakers, etc. Equipped with an audio output section. The user I/F unit 49 receives control signals from the control unit 20 and displays images for providing various guidance such as route guidance on the touch panel display.

In this embodiment, the control unit 20 can execute a navigation program (not shown) recorded in a ROM or the like. The navigation program is a program that causes the control unit 20 to realize a function of displaying a map including the current location of the vehicle on the display unit of the user I/F unit 49 and guiding the user to the destination. The control unit 20 can set a destination, search for a route from the starting point to the destination, and guide the vehicle along the route using the navigation program. That is, the control unit 20 can execute route guidance from the current location to the destination using the navigation program.

In this embodiment, the navigation program includes a driving support program 21 used during the driving process. By executing the driving support program 21, a search for a route according to the number of passengers in the vehicle is executed. The driving support program 21 includes a passenger number detection section 21a, a route search section 21b, a communication control section 21c, and a display control section 21d. The number of passengers detecting unit 21a is a program module that causes the control unit 20 to execute a function of detecting the number of passengers. That is, the control unit 20 functioning as the number of occupants detection unit 21a detects a detection signal that detects a state in which the seat belt is fastened among the detection signals output from each of the fastening sensors 45 provided for each seat in the vehicle. The number of passengers is detected based on the number of passengers. It is assumed that the detection signal output from each of the fastening sensors 45 can be identified as the detection signal output from the respective fastening sensor 45. The detection signal from the fastening sensor 45 may be output in response to an output request from the control unit 20, or may be output when the seat belt is switched from one of the fastened state and the unfastened state to the other. It may also be output towards the control unit 20.

The route search unit 21b controls a function of searching for a route to a destination based on map information that includes the lane type of a special lane (HOV lane) in which driving is permitted when the number of passengers is greater than or equal to a predetermined number. This is a program module that is executed by the unit 20. That is, the control section 20 functioning as the route search section 21b determines whether the number of passengers acquired by the function of the number of passengers detection section 21a is equal to or greater than the predetermined number of passengers. When the number of passengers is greater than or equal to the predetermined number of passengers, special lanes are included as candidates when searching for a route, and when the number of passengers is less than the predetermined number of passengers, special lanes are not included as candidates when searching for a route. In the present embodiment, when the number of passengers is two or more, the control unit 20 searches for a route by referring to the map information 30a and includes the HOV lane as a route candidate. On the other hand, if the number of passengers is not two or more, the control unit 20 refers to the map information 30a and searches for a route without including the HOV lane as a route candidate. Then, the control unit 20 obtains a route as a result of the search. Note that the destination, which is the end point of the route, is input by the user via the user I/F section 49.

The communication control unit 21c is a program module that causes the control unit 20 to execute a function of causing the communication unit to receive traffic information at predetermined intervals. That is, the control unit 20 functioning as the communication control unit 21c controls the communication unit 47 to acquire traffic information from the traffic information management system at predetermined intervals.

The display control unit 21d is a program module that causes the control unit 20 to execute a function of displaying a map on the display unit based on the map information 30a and displaying a route on the map. That is, the control section 20 functioning as the display control section 21d acquires the current location of the vehicle based on the output signals of the GNSS receiving section 41, the vehicle speed sensor 42, and the gyro sensor 43. The control unit 20 also refers to the map information 30a to specify the range of the map around the current location displayed on the display unit of the user I/F unit 49. The range of the map is specified based on the position where the coordinates indicating the current location of the vehicle are placed within the screen of the display unit, the scale of the map displayed on the display unit, and the size of the display unit. The control unit 20 refers to the map information 30a and acquires map data corresponding to the range of the map. Then, the control unit 20 draws a map based on the map data and causes the display unit to display the map. Further, the control unit 20 causes the display unit to display the route by drawing the route obtained by the function of the route search unit 21b on the map displayed on the display unit.

Returning to the explanation of the route search unit 21b, the control unit 20 functioning as the route search unit 21b re-searches for a route in accordance with changes in the number of passengers. Specifically, when the number of passengers decreases, the control unit 20 re-searches for a route at the first trigger after the number of passengers decreases. That is, the control unit 20 functioning as the route search unit 21b determines whether the number of passengers has changed from the number of passengers when the route search was last executed. When the number of passengers changes and decreases, the control unit 20 determines whether the first trigger occurs after the number of passengers decreases. Then, when the first trigger occurs, the control unit 20 searches for a route again. In this embodiment, the first trigger occurs when a decrease in the number of passengers is detected. That is, when the number of passengers detected by the function of the number of passengers detection section 21a decreases, the first trigger is generated.

Moreover, when the number of passengers increases, the control unit 20 functioning as the route search unit 21b performs a re-search for the route at the second trigger after the number of passengers increases. That is, the control unit 20 functioning as the route search unit 21b determines whether the number of passengers has changed from the number of passengers when the route search was last executed. When the number of passengers changes and increases, the control unit 20 determines whether or not the second trigger occurs after the number of passengers increases. Then, when the second trigger occurs, the control unit 20 searches for a route again. In this embodiment, the second trigger is that the communication unit 47 first receives traffic information after the number of passengers increases. That is, when traffic information is received by the communication unit 47 by the function of the communication control unit 21c, the second trigger is generated. Since the first trigger occurs when a decrease in the number of passengers is detected, it occurs immediately after the number of passengers decreases. On the other hand, since the second trigger occurs when traffic information is first received after the number of passengers increases, it is unlikely to occur immediately after the number of passengers increases. In this way, the period from when the number of passengers increases until the second trigger occurs is set to be longer than the period from when the number of passengers decreases until the first trigger occurs. If the number of passengers decreases, the state changes from a state in which driving in the HOV lane is permitted (the number of passengers is greater than or equal to the predetermined number) to a state in which it is not permitted (a state in which the number of passengers is not greater than or equal to the predetermined number). The route will be re-searched immediately. On the other hand, if the number of passengers increases, compared to before the number of passengers increases, although there may be a transition from a state in which driving in the HOV lane is not permitted to a state in which driving in the HOV lane is permitted, driving in the HOV lane Since the state does not change from the state where the route is allowed to the state where it is not allowed, the route is not immediately re-searched. In this manner, when the number of passengers increases, the second trigger is set so as not to immediately re-search the route, thereby reducing the frequency at which the route is re-searched.

According to the above configuration, the period from when the number of passengers increases until the second trigger occurs is longer than the period from when the number of passengers decreases until the first trigger occurs. That is, compared to a comparative example in which the period from when the number of passengers decreases until the route is re-searched is the same as the period from when the number of passengers increases until the route is re-searched. The frequency at which route re-search is performed can be reduced. Therefore, compared to the comparative example, it is possible to reduce the possibility that the user will be burdened by frequent route changes caused by frequent re-searches for the route. Furthermore, the load on the navigation device due to frequent route re-searches can also be reduced compared to the comparative example.

Further, according to the above configuration, the first trigger is generated when a decrease in the number of passengers is detected. Therefore, if the number of passengers decreases, a route search is immediately performed. If the number of passengers decreases, the state changes from a state in which driving in the HOV lane is permitted (the number of passengers is greater than or equal to the predetermined number) to a state in which it is not permitted (a state in which the number of passengers is not greater than or equal to the predetermined number). There is a possibility that there are. In such a case, by immediately re-searching the route, it is possible to obtain a route consisting only of lanes in which the vehicle can travel even after the number of passengers has decreased. Specifically, if the number of passengers decreases and the state changes from a state in which driving in HOV lanes is permitted to a state in which driving in HOV lanes is not permitted, a route consisting only of normal lanes can be obtained. That's true. In addition, if the number of passengers decreases and the route displayed on the display after re-search is changed from a route that includes HOV lanes to a route that only includes normal lanes, the number of passengers in the vehicle will be changed to the HOV lane. It is possible to notify the user that the vehicle has entered a state where driving in the vehicle is no longer permitted. As a result, it is possible to prevent the vehicle from driving in the HOV lane without the user noticing that the situation has occurred.

Further, according to the above configuration, the second trigger is generated when the communication unit 47 first receives traffic information after the number of passengers increases. The traffic information is then received by the communication unit 47 at predetermined intervals. Since it is unlikely that traffic information will be received at the same time as the number of passengers increases, it is also unlikely that the second trigger will occur immediately after the number of passengers increases. Therefore, as in this embodiment, if the first trigger is set to occur upon detection of a decrease in the number of passengers, during the period after the number of passengers increases until the second trigger occurs, the number of passengers decreases. This is longer than the period from when the first trigger occurs until the first trigger occurs. In this way, by setting the first trigger and the second trigger, when the number of passengers decreases, an immediate re-search is performed, and when the number of passengers increases, the search is performed immediately after the number of passengers increases. Search will be performed again after a longer period of time than immediately. Therefore, compared to the comparative example, which performs immediate re-search both when the number of passengers decreases and when the number of passengers increases, this method is used due to frequent route changes caused by frequent route re-search. This can reduce the possibility of burden on people. Furthermore, the load on the navigation device due to frequent route re-searches can also be reduced compared to the comparative example.

(2) Route search processing:
Next, the route search process executed by the driving support system 10 will be explained based on the flowchart shown in FIG. The route search process is executed when a destination is input by the user via the user I/F unit 49 after the control unit 20 starts the navigation program. The route search process is a process of searching for a route according to the number of passengers. When the route search process is executed, the control unit 20 functions as the number of occupants detection unit 21a, and detects the seatbelt among the detection signals output from each of the fastening sensors 45 provided for each seat in the vehicle. The number of passengers is detected based on the number of detection signals that indicate a state in which the vehicle is engaged (step S110).

Next, the control unit 20 functions as the route search unit 21b to search for a route according to the detected number of passengers (step S120). Specifically, when the number of passengers is two or more, the control unit 20 searches for a route by referring to the map information 30a and includes the HOV lane as a route candidate. On the other hand, if the number of passengers is not two or more, the control unit 20 refers to the map information 30a and searches for a route without including the HOV lane as a route candidate. Then, the control unit 20 obtains a route as a result of the search. After that, the control unit 20 ends the route search process.

(3) Route re-search processing:
Next, the route re-search process executed by the driving support system 10 will be explained based on the flowchart shown in FIG. The route research process is repeatedly executed while the vehicle is traveling on the route acquired by the route search process described in FIG. 2. The route re-search process is a process for re-searching the route when the number of passengers changes. When the route re-search process is executed, the control unit 20 functions as the passenger number detection unit 21a to determine whether or not there has been a change in the number of passengers from the number of passengers when the route was last acquired ( Step S210). The control unit 20 detects a change in the number of passengers based on whether the number of detection signals that detect the state in which the seat belt is fastened has changed. If there is no change in the number of passengers (step S210: NO), the control unit 20 ends the route re-search process.

If there is a change in the number of passengers (step S210: YES), the control unit 20 determines whether the number of passengers has decreased by functioning as the number of passengers detection unit 21a (step S220). The control unit 20 makes the determination in step S220 by specifying whether the number of detection signals that detect the state in which the seat belt is fastened has increased or decreased.

When the number of passengers decreases (step S220: YES), the control unit 20 functions as the route search unit 21b and performs a re-search for the route on the assumption that the first trigger has occurred (step S230). Specifically, when the number of passengers decreases, the control unit 20 re-searches for a route at the first trigger after the number of passengers decreases. In this embodiment, since the first trigger is generated when a decrease in the number of passengers is detected, the control unit 20 performs a re-search for the route assuming that the first trigger has occurred when the number of passengers decreases. . After that, the control unit 20 ends the route re-search process.

On the other hand, if the number of passengers has not decreased (step S220: NO), that is, if the number of passengers has increased, the control unit 20 determines whether the second trigger has occurred (step S240). In this embodiment, the second trigger is that the communication unit 47 first receives traffic information after the number of passengers increases.If the second trigger has not occurred (step S240: NO), the control unit 20 ends the route re-search process. When the second trigger occurs (step S240: YES), the control unit 20 executes a route search again (step S250). After that, the control unit 20 ends the route re-search process.

(4) Configuration of the driving support system of the second embodiment:
FIG. 4 is a block diagram showing the configuration of the driving support system 12 of the second embodiment. The driving support system 12 has the same configuration as the driving support system 10 of the first embodiment except that a time correction section 21e is added compared to the driving support system 10 of the first embodiment.

The time correction unit 21e is a program module that causes the control unit 20 to execute a function of correcting the time required to reach a destination using a route based on traffic information. That is, the control section 20 functioning as the time correction section 21e obtains the required time to reach the destination using the route obtained by the function of the route search section 21b. The required time was determined by dividing the distance of the road section determined from the distance between the nodes shown in the map information 30a by the average moving speed of the vehicle. It is then calculated by accumulating the time required to pass through each road section over the entire route. Then, the control unit 20 refers to the received traffic information, and if the degree of traffic congestion indicated by the traffic information for the road section constituting the route is high, the control unit 20 compares the degree of traffic congestion on the road with a Correct so that the time required to pass through the section becomes longer. The correction may be realized by adding a certain length of time determined depending on the degree of congestion to the time required to pass through the road section, or by adding the time required to pass through the road section depending on the degree of congestion. This may be realized by multiplying by a coefficient indicating a value of 1 or more. Since the time required to pass through a road section constituting a route is corrected each time traffic information is received, the required time is also corrected each time traffic information is received.

In the second embodiment, the second trigger is that the difference between the required time corrected based on traffic information received after the number of passengers increases and the required time before correction becomes equal to or greater than a threshold value. Here, the required time before correction is the required time calculated at the time when the route was acquired when the route search was last executed. The corrected required time is the required time obtained by correcting the required time before correction based on traffic information. In this embodiment, the threshold is 10 minutes. Therefore, every time traffic information is received after the number of passengers increases, the required time is corrected based on the traffic information, and if the difference between the corrected required time and the required time before correction is 10 minutes or more. , a second trigger occurs. In this embodiment, when the difference is 10 minutes or more, the corrected required time is 10 minutes or more longer than the required time before correction, and the corrected required time is the required time before correction. This includes cases where the time is 10 minutes or more shorter than the actual time. The former case is a case where the degree of congestion indicated by traffic information regarding the route has increased since the time the route was acquired. In other words, this is a case where there is a higher possibility that the vehicle can reach the destination faster by traveling on another route than by traveling on the particular route. The latter case is a case where the degree of congestion indicated by traffic information regarding the route has decreased since the time the route was acquired. In such a case, even if the user continues traveling along the route, the destination can be reached faster than the originally required time. However, since the degree of congestion on the route has decreased, there is a high probability that the degree of congestion on the roads surrounding the route has also decreased, so it is better to take a route that includes the surrounding roads. A second trigger is generated in order to execute a re-search for the route, assuming that there is a possibility that the route can be reached quickly. In other embodiments, the difference is 10 minutes or more only when the corrected required time is 10 minutes or more longer than the pre-correction required time, and the corrected required time is 10 minutes or more. If the required time is 10 minutes or more shorter than the required time before correction, it may not be included.

According to the above configuration, the second trigger occurs when the difference between the required time corrected based on traffic information received after the number of passengers increases and the required time before correction exceeds a threshold value. . In other words, even if traffic information is received after the number of passengers increases, the second trigger will not occur unless the difference exceeds the threshold value, so the communication unit 47 receives traffic information first after the number of passengers increases. As a result, the second trigger occurs less frequently than in the first embodiment in which the second trigger occurs. On the other hand, if the difference is greater than or equal to the threshold, in other words, if there is a possibility that the destination can be reached faster by re-searching the route and using another route, the second trigger is generated. I can do it. Therefore, the second trigger can be generated when there is a possibility that the initial required time can be shortened, while reducing the frequency of occurrence of the second trigger compared to the first embodiment.

(5) Other embodiments:
The above embodiment is an example for implementing the present invention, and various other embodiments can be adopted. For example, the driving support system 10 may be a system realized by a plurality of devices (for example, a client and a server, a control unit in a navigation device, a control unit in a user I/F unit, etc.). Driving support system 10 may be part of another system (for example, a navigation system). At least some of the passenger number detection section 21a, route search section 21b, communication control section 21c, and display control section 21d that constitute the driving support system 10 may be divided into a plurality of devices. Of course, some of the configurations of the embodiments described above may be omitted, and the order of processing may be varied or omitted. At least a portion of the driving support system 10 may be replaced with a replaceable device.

The number of passengers detecting unit only needs to be able to detect the number of passengers in the vehicle. In the embodiment described above, the number of occupants is detected based on the number of detection signals that detect the fastened state of the seatbelt among the detection signals output from each fastening sensor provided for each seat in the vehicle. However, embodiments of the present invention are not limited to this. For example, if a seating sensor (weight sensor) is provided for each seat in the car, the number of passengers is detected by each seating sensor outputting a detection signal indicating that the passenger is seated. Good too. Furthermore, if a camera is provided inside the vehicle, the number of passengers may be detected by extracting human heads from an image taken of the interior of the vehicle. Further, the number of passengers may be detected according to the number of signals received by a communication device that communicates with a terminal carried by each passenger in the vehicle from the terminal. Each of the methods for detecting the number of passengers described above may be performed each time a door sensor detects that a door of the vehicle is opened.

The route search unit only needs to be able to search for a route to the destination based on map information that includes lane types for special lanes in which travel is permitted when the number of passengers is greater than or equal to a predetermined number of passengers. That is, the route search unit only needs to be able to search for a route including road sections including special lanes as candidates when searching for a route.

The communication control unit only needs to be able to cause the communication unit to receive traffic information at predetermined intervals. Further, the communication control unit may cause the communication unit to receive the traffic information even at a timing different from the predetermined interval. For example, in response to a reception request from a user, the communication control unit may cause the communication unit to receive traffic information at a timing different from a predetermined interval. Further, when urgent traffic information is transmitted from the traffic information management system side, the communication unit may receive the traffic information at a predetermined interval and at a timing different from the reception request from the user.

In the embodiment described above, the second trigger is that the communication unit first receives traffic information after the number of passengers increases, and that the difference between the required time corrected based on the traffic information and the required time before correction is Although the embodiment of the present invention is not limited to this, the embodiment of the present invention is not limited to this. For example, the second trigger may be the vehicle leaving the route after the number of passengers increases. In such a configuration, the control unit obtains the current location of the vehicle based on the output signals of the GNSS reception unit, the vehicle speed sensor, and the gyro sensor, and then determines whether the vehicle has deviated from the route by referring to the map information. . Then, when the current location of the vehicle is on a road section that is not a route, the control unit determines that the vehicle has left the route. According to such a configuration, when a vehicle deviates from a route, there is a high possibility that the user requests a route from the current location of the vehicle to the destination at a position where the vehicle deviates from the route. In such a case, a second trigger can be generated to execute a route search again. Further, the second trigger may be to receive an input from the user of an instruction to re-search the route after the number of passengers increases. In such a configuration, the control unit further displays a re-search instruction button in a state where the map and route are displayed on the user I/F unit, and when the re-search instruction button is touched, the control unit performs the re-search. It is determined that the instruction has been input. According to such a configuration, the user can instruct re-search for the route at any timing after the number of passengers increases. Furthermore, since the second trigger is not generated and the route is not re-searched unless there is an instruction from the user, it is possible to reduce the frequency at which the route is re-searched.

In the above-described embodiment, the route search unit searches for a route in which the road section to be traveled and the lane to be traveled among the lanes constituting the road section are specified, but the embodiment of the present invention is not limited to this. For example, the route search unit may search for a route that specifies only the road section to be traveled. In such a case, in the link data, costs are not associated with each of the lanes (HOV lanes and normal lanes) that make up the road section, while a road section that includes HOV lanes has a cost associated with the road section that does not include HOV lanes. It is assumed that a cost smaller than the interval is associated with the interval. Furthermore, among road sections including HOV lanes, a road section consisting only of HOV lanes is associated with a lower cost than a road section including HOV lanes and normal lanes. Using such link data, if the number of passengers is greater than or equal to the predetermined number of passengers, the route search unit re-searches for a route including a road section consisting only of HOV lanes as route search candidates. If the number of passengers is less than the predetermined number of passengers, the route is searched again without including road sections consisting only of HOV lanes as route search candidates, and only the road sections to be traveled are identified. This means that it is possible to search for a route (the lane in which the vehicle should travel among the lanes constituting the road section is not specified).

In the embodiment described above, the HOV lane is a lane in which driving is permitted when the number of passengers is two or more, and the route search is performed depending on whether the number of passengers is two or more. Although candidates include or exclude HOV lanes, the embodiments of the present invention are not limited to this. In addition to the HOV lane (hereinafter referred to as HOV lane 2) where driving is permitted when the number of passengers is two or more, there is the HOV lane (hereinafter referred to as HOV lane 2) where driving is permitted when there are three or more passengers. HOV lane 3), it may be determined whether or not HOV lane 2 and HOV lane 3 are included in candidates when searching for a route. That is, if the number of passengers is not two or more, the control unit functioning as a route search unit searches for a route without including HOV lane 2 and HOV lane 3 as route search candidates, and If the number of passengers is 2 or more but not 3 or more, the route search is performed with HOV lane 2 included but not HOV lane 3 included in the route search candidates, and the number of passengers is 3 or more. In this case, the route search may be performed with HOV lane 2 and HOV lane 3 included in the route search candidates.

In the embodiment described above, the HOV lane is associated with a lower cost than the normal lane, but the embodiment of the present invention is not limited to this. For example, the cost associated with an HOV lane may be set to vary depending on the number of passengers. For example, the cost associated with an HOV lane is set lower than that of a normal lane if the number of passengers is greater than or equal to the default number of people allowed to run in the HOV lane; If the number of lanes is not more than the number of people, the lane may be set higher than the normal lane. By setting the cost of the HOV lane to vary in this way, if the number of passengers is greater than the predetermined number, the cost associated with the HOV lane will be lower than that of the normal lane, and as a result, the route The HOV lane will be included in the candidates when searching. On the other hand, if the number of passengers is less than the predetermined number, the cost associated with the HOV lane will be higher than the normal lane, and as a result, the HOV lane will not be included in the candidates when searching for a route. Become.

Furthermore, the systems, programs, and methods described above may be realized as a single device or may be realized using parts shared by multiple devices, and include various aspects. For example, a navigation system may include a guidance display system. Further, it can be changed as appropriate, such as partially being software and partially being hardware. Furthermore, the invention can also be used as a recording medium for a program that controls a system. Of course, the recording medium for the program may be a magnetic recording medium or a semiconductor memory, and any recording medium that will be developed in the future can be considered in exactly the same way.

DESCRIPTION OF SYMBOLS 10... Driving support system, 12... Driving support system, 20... Control part, 21... Driving support program, 21a... Number of passengers detection part, 21b... Route search part, 21c... Communication control part, 21d... Display control part, 21e... Time correction unit, 30... Recording medium, 30a... Map information, 41... GNSS receiving unit, 42... Vehicle speed sensor, 43... Gyro sensor, 45... Fastening sensor, 47... Communication unit, 49... User I/F unit

Claims (7)

a number of passengers detection unit that detects the number of passengers in the vehicle;
a route search unit that searches for a route to a destination based on map information that includes lane types for special lanes in which driving is permitted when the number of passengers is greater than or equal to a predetermined number;
Equipped with
If the number of passengers is greater than or equal to the predetermined number of passengers, the special lane is included in the candidates when searching for the route, and if the number of passengers is less than the predetermined number of passengers, the special lane is not included in the candidates;
When the number of passengers decreases, re-searching the route in a first trigger after the number of passengers decreases,
When the number of passengers increases, re-searching the route in a second trigger after the number of passengers increases;
The period from when the number of passengers increases until the second trigger occurs is longer than the period from when the number of passengers decreases until the first trigger occurs.
Driving assistance system. The first trigger occurs when a decrease in the number of passengers is detected;
The driving support system according to claim 1. further comprising a communication control unit that causes the communication unit to receive traffic information at predetermined intervals;
The second trigger is that the communication unit first receives the traffic information after the number of passengers increases;
The driving support system according to claim 1 or claim 2. a communication control unit that causes the communication unit to receive traffic information at predetermined intervals;
further comprising a time correction unit that corrects the time required to reach the destination using the route based on the traffic information,
The second trigger is that the difference between the required time corrected based on the traffic information received after the number of passengers increases and the required time before correction becomes equal to or greater than a threshold;
The driving support system according to claim 1 or claim 2. The second trigger is that the vehicle leaves the route after the number of passengers increases;
The driving support system according to claim 1 or claim 2. The second trigger is to receive an input from a user of an instruction to re-search the route after the number of passengers increases.
The driving support system according to claim 1 or claim 2. computer,
a passenger detection unit that detects the number of passengers in the vehicle;
a route search unit that searches for a route to a destination based on map information that includes lane types for special lanes in which travel is permitted when the number of passengers is greater than or equal to a predetermined number;
function as
If the number of passengers is greater than or equal to the predetermined number of passengers, the special lane is included in the candidates when searching for the route, and if the number of passengers is less than the predetermined number of passengers, the special lane is not included in the candidates;
When the number of passengers decreases, re-searching the route in a first trigger after the number of passengers decreases,
When the number of passengers increases, re-searching the route in a second trigger after the number of passengers increases;
The period from when the number of passengers increases until the second trigger occurs is longer than the period from when the number of passengers decreases until the first trigger occurs.
Driving assistance program.

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