Assistance control system

Abstract

An assistance control system (100) containing a map database (4) storing map information and executing an assistance control to cause a moving object to move to a destination based on map information, the assistance control system comprising an electronic control unit configured to: generate or update the map information based on an input from a sensor attached to the moving object, to identify a large number of route candidates to the destination, to assess the security of the map information for each location or section and to calculate a map information assessment value, to evaluate the accuracy of the assistance control on the identified route candidates based on the calculated map information evaluation value, to set a priority for a route candidate with a lower rating among the route candidates higher than the priorities of other route candidates, to present a route candidate with the highest priority among the route candidates to an occupant of the moving object, or to steer the moving object along the route candidate with the highest priority, and update the map information evaluation value as a result of the movement of the moving object along the route candidate with the highest priority, and lower the priority of the route candidate with the highest priority based on an amount of change in the map information evaluation value within a predetermined time, wherein, when the number of times the moving object has moved along the route candidate having the highest priority is equal to or greater than a predetermined number of times, the electronic control unit may be configured to determine whether the amount of change between the map information evaluation value before the movement of the moving object and the map information evaluation value after the movement of the moving object is equal to or less than a first predetermined amount, and lower the priority of the route candidate having the highest priority when the electronic control unit determines that the amount of change is equal to or less than the first predetermined amount.

Description

Background of the invention 1. Technical field of the invention

[0001] The invention relates to an assistance control system. 2. Description of the closest prior art

[0002] As disclosed in WO 2016 / 139 748 A1, the prior art includes a method in which, in a vehicle capable of autonomous driving, a location at which autonomous driving from a current location to a destination is difficult is calculated based on environmental information (hereinafter referred to as "map information" in the specification), and an alternative route to avoid the location at which autonomous driving is difficult is calculated. DE 10 2017 201 669 A1 proposes a method, a computing unit, and a system for updating a digital map by acquiring and comparing environmental information. DE 10 2015 217 371 A1 describes a method in which map data for automated driving is created and provided with attributes to indicate its timeliness before it is transmitted to a vehicle and used or ignored there.The document DE 10 2018 104 147 A1 describes a map update system which comprises a map database, a server, a position detection unit, an environment data generation unit and an incentive point allocation unit. Summary of the invention

[0003] Calculating a location where autonomous driving is difficult or calculating an alternative route depends on the accuracy of the acquired map information. In cases where the map information is insufficient, it is likely that the calculation cannot be performed accurately, and thus, increasing the accuracy of the map information is beneficial.

[0004] The invention provides an assistance control system capable of contributing to increasing the accuracy of map information.

[0005] One aspect of the invention relates to an assistance control system. The assistance control system includes a map database storing map information and executes assistance control to cause a moving object to move to a destination based on map information. The assistance control system includes an electronic control unit. The electronic control unit is configured to generate or update the map information based on an input from a sensor attached to the moving object, determine a plurality of route candidates to the destination, evaluate the reliability of the map information for each location or section and calculate a map information evaluation value, evaluate the accuracy of the assistance control on the determined route candidates based on the calculated map information evaluation value,setting a priority for a route candidate rated lower among the route candidates higher than the priorities of other route candidates, presenting a route candidate with the highest priority among the route candidates to an occupant of the moving object, or controlling the moving object along the route candidate with the highest priority, and updating the map information rating value as a result of the moving object moving along the route candidate with the highest priority, and lowering the priority of the route candidate with the highest priority based on a change amount of the map information rating value within a predetermined time, wherein, when the number of times the moving object has moved along the route candidate having the highest priority is equal to or greater than a predetermined number of times, the electronic control unit may be configured to determine whether the amount of change between the map information evaluation value before the movement of the moving object and the map information evaluation value after the movement of the moving object is equal to or less than a first predetermined amount, and lower the priority of the route candidate having the highest priority when the electronic control unit determines that the amount of change is equal to or less than the first predetermined amount.

[0006] According to the aspect, based on the value of the map information, among a plurality of previously determined route candidates, a priority of a lower-rated route candidate is set higher than the priority of other route candidates. A route with the highest priority is presented to an occupant of the moving object, or the moving object is controlled along the route. In other words, based on the map information evaluation value, a route candidate rated higher than the other route candidates, that is, a route candidate with high map information accuracy, is deliberately not selected, and a route candidate rated lower than other route candidates, that is, a route candidate with lower map information accuracy than the other route candidates, is selected.Accordingly, a route candidate for which the acquisition of map information through a larger number of movements is advantageous than for other route candidates is presented to an occupant preferentially over other route candidates, or the moving object is controlled along the route, which can thus contribute to increasing the accuracy of the map information.

[0007] According to the aspect, it is determined whether the selection of a route is appropriate based on an amount of change in a map information evaluation value due to the update of the map information, and it is possible to determine whether to present a different route to the occupant or to control the moving object along the route by lowering a priority when the selection is inappropriate. Therefore, it is further possible to contribute to increasing the accuracy of the map information. According to the aspect, when a map information evaluation value is not improved by a predetermined amount within a predetermined period of time even though map information is updated, the route can be changed to another route on which a map information evaluation value can be more easily improved, and the changed route can be presented to an occupant or the moving object can be controlled along the changed route.This also makes it possible to contribute to increasing the accuracy of map information.

[0008] In the assistance control system according to the aspect, the electronic control unit may be configured to calculate a distance of a section where the calculated map information evaluation value is smaller than a predetermined threshold value in each of the route candidates, and to increase a priority of a route candidate having the longer distance compared to a priority of a route candidate having the shorter distance among the route candidates.

[0009] According to the aspect of the invention, preferably, a route with a longer distance for which map information is not sufficiently acquired is presented to an occupant or the moving object is controlled along the route, which can further contribute to increasing the accuracy of the map information.

[0010] In the assistance control system according to the aspect, the electronic control unit may be configured to determine whether the change amount is equal to or greater than a second predetermined amount that is greater than the first predetermined amount, and to lower the priority of the route candidate with the highest priority when the electronic control unit determines that the change amount is equal to or greater than the second predetermined amount.

[0011] According to the aspect of the present invention, it is possible to provide an assistance control system capable of contributing to increasing the accuracy of map information. Short description of the drawing

[0012] Features, advantages and technical and industrial significance of embodiments of the invention are described below with reference to the accompanying figures in which numbers indicate elements, wherein: Fig. 1 is a block diagram showing a configuration of an assistance control system according to a first embodiment; Fig. 2 is a block diagram showing a configuration of an electronic control unit (ECU) of the assistance control system according to the first embodiment; Fig. 3 is a diagram for describing an example of priority setting for a route candidate and showing examples of route candidates having an inappropriate section; Fig. 4A is a graph showing an example of a map information evaluation value calculated for each route candidate and showing an evaluation value of a route candidate a; Fig. 4B is a graph showing an example of a map information evaluation value calculated for each route candidate and showing an evaluation value of a route candidate b; Fig. 5 is a block diagram showing another configuration of the assistance control system according to the first embodiment; Fig. 6 is a block diagram showing still another configuration of the assistance control system according to the first embodiment; Fig. 7 shows a flowchart illustrating a process different from that described in Fig. 1 shows the process performed by the assistance control system; Fig. 8 shows a flowchart illustrating a process different from that in Fig. 1 shows the process performed by the assistance control system; Fig. 9A is a diagram for describing an example of priority setting for a route candidate and showing examples of route candidates having an inappropriate section; Fig. 9B is a diagram for describing an example of priority setting for a route candidate and showing examples of route candidates having an inappropriate section; Fig. 9C is a diagram for describing an example of priority setting for a route candidate and showing examples of route candidates having an inappropriate section; Fig. 10 is a block diagram showing a configuration of an ECU of the assistance control system according to a second embodiment; Fig. 11 is a flowchart showing an operation performed by the assistance control system according to the second embodiment; Fig. 12 is a schematic diagram showing stationary object map information as an example of map information; Fig. 13 is a schematic diagram showing map information of a characteristic object as an example of map information; and Fig. 14 is a schematic diagram showing soil texture map information as an example of map information. Detailed description of the implementation examples

[0013] Embodiments of the present invention will be described in detail below with reference to the drawings. In the following description, identical or similar elements are denoted by the same reference numerals, and repetitive descriptions are omitted. The present invention is generally applicable to moving objects, but in the following description, the moving object is described as a vehicle, particularly a vehicle capable of autonomous driving. First embodiment

[0014] Fig. 1 shows a block diagram showing a configuration of an assistance control system 100 according to the first embodiment. In the following section of the specification, a description will be made assuming that the entire assistance control system 100 is mounted on a vehicle 300 such as an automobile. However, as described below, there may be an aspect in which all or part of the assistance control system 100 is provided in an environment other than a vehicle, for example, in a data center. The assistance control system 100 includes an external sensor 1, a global positioning system (GPS) receiver 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, a human-machine interface (HMI) 7, and an ECU 10.

[0015] The external sensor 1 is a detector that detects external conditions that are part of the environmental information of the vehicle 300. The external sensor 1 includes at least one camera, a radio detection and ranging device (radar), and a laser imaging detection and ranging device (LIDAR). The camera is an imaging device that images the external conditions of the vehicle 300.

[0016] The camera is provided, for example, behind the windshield of the vehicle 300. The camera transmits image information regarding external conditions of the vehicle 300 to the ECU 10. The camera can be a monocular camera or a stereo camera.

[0017] The radar detects an external obstacle of the vehicle 300 using an electric wave (for example, millimeter waves). The radar transmits electric waves toward the exterior of the vehicle 300 and detects an obstacle by receiving the electric waves reflected from the obstacle. The radar transmits information regarding the detected obstacle to the ECU 10.

[0018] The LIDAR detects an external obstacle of the vehicle 300 using light. The LIDAR transmits light to the exterior of the vehicle 300, measures a distance to a reflection point by receiving the light reflected from an obstacle, and detects the obstacle. The LIDAR transmits information regarding the detected obstacle to the ECU 10. The camera, radar, and LIDAR are not necessarily provided.

[0019] The GPS receiver 2 receives signals from three or more GPS satellites and thus measures a position of the vehicle 300 (for example, the longitude and latitude of the vehicle 300). The GPS receiver 2 transmits information regarding the measured position of the vehicle 300 to the ECU 10. Other means for determining the longitude and latitude of the vehicle 300 may be used instead of the GPS receiver 2. The function of the GPS receiver 2 measuring an azimuth of the vehicle 300 is preferably used for compiling a measurement result in a sensor with map information, which is described below.

[0020] The internal sensor 3 is a detector that detects a moving state of the vehicle 300. The internal sensor 3 includes at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor is a detector that detects a speed of the vehicle 300. As the vehicle speed sensor, for example, a wheel speed sensor is used that is provided on a wheel of the vehicle 300 or on the drive shaft that rotates integrally with the wheel and detects a rotational speed of the wheel. The vehicle speed sensor transmits information regarding the detected vehicle speed (wheel speed information) to the ECU 10.

[0021] The acceleration sensor is a detector that detects the acceleration of the vehicle 300. The acceleration sensor includes, for example, a front and rear acceleration sensor that detects the acceleration of the vehicle 300 in the front and rear directions thereof, and a lateral acceleration sensor that detects a lateral acceleration of the vehicle 300. The acceleration sensor transmits, for example, acceleration information of the vehicle 300 to the ECU 10. The yaw rate sensor is a detector that detects a yaw rate (rotation angular velocity) about the vertical axis of the center of gravity of the vehicle 300. For example, a gyro sensor can be used as the yaw rate sensor. The yaw rate sensor transmits information regarding the detected yaw rate of the vehicle 300 to the ECU 10.

[0022] The map database 4 is a database containing map information. The map database is provided, for example, in a hard disk drive (HDD) mounted on a vehicle. The map information includes, for example, position information of a road, information regarding a road shape (for example, a curve, the type of linear portion, and the curvature of a curve), and position information of each intersection and crossroads. The map information preferably includes an output signal of the external sensor 1 to utilize position information of a shielding structure such as a building or a wall, or a similar localization and mapping technique (SLAM). The map database may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle 300, as described below.The map database 4 may include legal speed limit information, information regarding legal speed limits on a road on which a host vehicle is traveling, and a road that crosses the road.

[0023] The navigation system 5 is a device that guides a driver of the vehicle 300 to a destination set by the driver of the vehicle 300.

[0024] The actuator 6 is a device that controls the driving of the vehicle 300. The actuator 6 includes at least a throttle actuator, a brake actuator, and a steering actuator. In the case where the vehicle 300 is a hybrid vehicle or an electric vehicle, no throttle actuator is provided, and a control signal is input to a motor as a power source so that its driving force can be controlled.

[0025] The brake actuator controls a braking system in response to a control signal from the ECU 10, and controls the braking force supplied to the wheels of the vehicle 300. Accordingly, the steering actuator controls the steering torque of the vehicle 300.

[0026] The HMI 7 is an interface for outputting and inputting information between an occupant (including the driver) of the vehicle 300 and the assistance control system 100. The HMI 7 includes, for example, a display panel on which image information is displayed to the occupant, a speaker that emits sounds, and operation buttons or a touch panel that the occupant can use to input operations.

[0027] The ECU 10 controls autonomous driving of the vehicle 300. Fig. Figure 2 shows functions of the ECU 10. The ECU 10 is an electronic control unit including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and the like. The ECU 10 loads a program stored in the ROM into the RAM and performs various types of control through the CPU controlling the program. The ECU 10 may include a variety of electronic control units.

[0028] The ECU 10 includes a vehicle position detection unit 11, an external environment detection unit 12, a driving state detection unit 13, a travel plan generation unit 14, a driving controller 15, a map information generation unit 16, a map information evaluation value calculation unit 17, a route candidate determination unit 18, a route candidate evaluation unit 19, and a route candidate priority setting unit 20.

[0029] The vehicle position detection unit 11 detects a position (hereinafter referred to as "vehicle position") of the vehicle 300 on a map based on position information of the vehicle 300 obtained from the GPS receiver 2 and map information of the map database 4. The vehicle position detection unit 11 can acquire a vehicle position used by the navigation system 5 from the navigation system 5 to detect the vehicle position. In the case where a vehicle position of the vehicle 300 can be measured by a sensor provided in an outdoor area such as a road, the vehicle position detection unit 11 can acquire a vehicle position from the sensor through communication.

[0030] The external environment detection unit 12 detects external environments of the vehicle 300 based on a detection result (for example, image information from the camera, obstacle information from the radar, and obstacle information from the LIDAR) in the external sensor 1.The external boundary conditions include, for example, positions of white lane markings or a position of the lane center with respect to the vehicle 300 and a road width, a road shape (for example, a curvature of a road, a road surface slope change usable for the view in the external sensor 1, and meandering roads), and boundary conditions of external obstacles of the vehicle 300 (for example, information for distinguishing a fixed obstacle from a moving obstacle, a position of an obstacle with respect to the vehicle 300, a moving direction of an obstacle with respect to the vehicle 300, and a relative speed of an obstacle with respect to the vehicle 300).Preferably, a detection result in the external sensor 1 is compiled with the map information, and thus the accuracy of a position and a direction of the vehicle 300 detected by the GPS receiver 2 or the like is supplemented.

[0031] The driving state detection unit 13 detects a driving state of the vehicle 300 based on detection results in the internal sensor 3 (for example, vehicle speed information of the vehicle speed sensor, acceleration information of the acceleration sensor, and yaw rate information of the yaw rate sensor). A driving state of the vehicle 300 includes, for example, a vehicle speed, an acceleration, and a yaw rate).

[0032] The route generation unit 14 generates a route for the vehicle 300 based, for example, on a target route calculated by the navigation system 5, a vehicle position detected by the vehicle position detection unit 11, and external conditions of the vehicle 300 (including a position and azimuth of the vehicle) detected by the external conditions detection unit 12. The route is a trajectory along which the vehicle 300 travels on the target route. The route generation unit 14 generates the route so that the vehicle 300 travels appropriately on the target route, taking into account safety, compliance with the law, driving efficiency, and the like. In this case, it is needless to say that the route generation unit 14 generates the route for the vehicle 300 to avoid contact with an obstacle based on the external conditions of obstacles around the vehicle 300.The mentioned destination route also includes a driving route that is automatically generated based on external conditions or map information if no destination is entered by the driver.

[0033] The route generation unit 14 generates a route plan according to the generated route. In other words, the route generation unit 14 generates a route plan according to the preset destination route based at least on external conditions corresponding to the environmental information of the vehicle 300 and map information in the map database 4. The route plan may be data indicating changes in vehicle speed, acceleration and deceleration, steering torque, and the like of the vehicle 300 when the vehicle 300 travels on the route along the destination route. The route plan may include a speed pattern, an acceleration and deceleration pattern, and a steering torque pattern of the vehicle 300. The aforementioned route generation unit 14 may generate a route plan such that a travel time (a time required for the vehicle 300 to arrive at a destination) is the shortest.The schedule includes a schedule generated based on a travel route determined before travel, and also includes a schedule generated based on dynamic factors during travel, such as detection results from the external environment detection unit 12. A schedule generated in the past can be updated to a schedule generated based on dynamic factors during travel.

[0034] The speed pattern, for example, consists of data including a specified target vehicle speed in conjunction with a time point for each target control position with respect to target control positions specified at a specific interval (e.g., 1 m) on a route. The acceleration and deceleration pattern, for example, consists of data including a specified target acceleration and deceleration in conjunction with a time point for each target control position with respect to target control positions specified at a specific interval (e.g., 1 m) on a route. The steering torque pattern, for example, consists of data including a specified target steering torque in conjunction with a time point for each target control position with respect to target control positions specified at a specific interval (e.g., 1 m) on a route.

[0035] The driving controller 15 outputs control signals to the actuator 6 according to the driving schedule. Consequently, the driving controller 15 controls the driving of the vehicle 300 so that the vehicle 300 drives autonomously according to the driving schedule.

[0036] The map information generation unit 16 generates map information based on sensor input from the external sensor 1 or updates the map information stored in the map database 4. Specifically, the map information is generated or updated using self-position estimation information, trajectory information, stationary object map information, and slope map information as input.

[0037] The map information evaluation value calculation unit 17 calculates a map information evaluation value for evaluating the map information generated or updated by the map information generation unit 16. The map information evaluation value is a value indicating the quality of the map information, in other words, the safety. The map information evaluation value can be calculated at each location on a route candidate described below and can be calculated for each section of a predetermined length. The map information evaluation value is preferably updated section by section in accordance with a plurality of travels of the vehicle 300 at a same location or in a same section.The map information evaluation value may be used in the aspect of permitting a predetermined driving assistance function, for example, in a case where the map information evaluation value in a predetermined section exceeds a threshold value preset for the predetermined section. An example of the predetermined driving assistance function may be a steering assistance function or an acceleration and deceleration assistance function. The predetermined driving assistance function may be permitted in stages. A specific method of calculating the map information evaluation value varies depending on the type of input used by the map information generation unit 16, and thus, its details are described below.

[0038] The route candidate determination unit 18 determines a plurality of route candidates from a location where autonomous driving starts to a destination set by the HMI 7. Specifically, the route candidates are determined according to a known method using the GPS receiver 2, the map database 4, and the navigation system 5.

[0039] The route candidate evaluation unit 19 evaluates the route candidates determined by the route candidate determination unit 18 based on the map information evaluation value calculated by the map information evaluation value calculation unit 17. The route candidate evaluation unit 19 evaluates the accuracy of the assist control on the route candidates. The term "evaluate the accuracy of the assist control" indicates the evaluation of the degree of accuracy to which a given assist control can be performed in a case where the vehicle travels along a safe route candidate. An example of this is described below.Based on an evaluation result of the map information evaluation value calculation unit 17, a section on a route candidate for which the execution of predetermined driving assistance control (which may be, for example, full autonomous driving control in which a driver depends on a system for all functions, semi-autonomous driving control in which the driver depends on the system for some of the functions, or driving assistance control in which the driver depends on the system in a steering operation or acceleration and deceleration operations) is not suitable is set as an unsuitable section, that is, a section in which data required to reliably execute the predetermined driving assistance control is not acquired is set as the unsuitable section.Then, the route candidate evaluation unit 19 calculates a distance of a section included in the unsuitable section and evaluates a route candidate based on the distance.

[0040] As an example of a determination method of an unsuitable section, there may be an aspect in which, among the map information evaluation values obtained and calculated at the respective locations or respective sections between a current location and a destination, a set of locations or sections where the map information evaluation values are equal to or smaller than a predetermined threshold are determined as the unsuitable section. As an aspect of evaluating a route candidate, the route candidate may be evaluated by taking an average of the map information evaluation values at the respective locations or respective sections on the route candidate, and may be evaluated by using the smallest map information evaluation value among the route candidates.

[0041] Next, the aspect is described in detail. In the vehicle 300, which is located at a current location A, for example, a description is created for the case where a location B is set as a destination by the HMI 7. The route candidate determination unit 18 determines two route candidates, such as a route candidate a and a route candidate b, between the current location A and the location B (on Fig. 3). The map information evaluation value calculation unit 17 calculates a map information evaluation value at each location of each route candidate. Here, a pre-calculated map information evaluation value can be read from the database, and a map information evaluation value at that time can be calculated. Here, it is assumed that between the current location A and location B, evaluation values for the route candidate a, as shown in Fig. 4A, and evaluation values for the route candidate b, as shown in Fig. 4B. In the Fig. 4A and Fig. 4B, a longitudinal axis expresses a map information evaluation value, and a transverse axis expresses a coordinate expressing a position between the current location A and location B.

[0042] In this case, a section where the map information evaluation value is equal to or less than a predetermined threshold for a route candidate, specifically, a set of locations or sections, can be set as an unsuitable section. In other words, a section between a location C and a location D is set as an unsuitable section on the route candidate a ( Fig. 4A), and sections between a location E and a location F, and between a location G and a location H on the route candidate b ( Fig. 4B) are determined to be an unsuitable section.

[0043] The route candidate evaluation unit 19 calculates a distance between the location C and the location D on the route candidate a, and sets the calculated distance as a distance of the unsuitable section on the route candidate a. On the route candidate b, a distance between the location G and the location H is calculated, and their sum is set as the distance of the unsuitable section on the route candidate b.

[0044] The route candidate priority setting unit 20 assigns priorities to the route candidates determined by the route candidate determination unit 18. Specifically, a priority of a route candidate for which an evaluation result in the route candidate evaluation unit 19 is lower is set higher than the priorities of other route candidates. As an example, with respect to the respective route candidates determined by the route candidate determination unit 18, unsuitable section distances on the route candidates calculated by the route candidate evaluation unit 19 may be compared with each other, whereby a priority of a route candidate in which an unsuitable section is longer may be set as high, and a priority of a route candidate in which an unsuitable section is shorter may be set as low.Specifically, in the above-described example, in a case where the distance of the unsuitable section on the route candidate a and the distance of the unsuitable section on the route candidate b calculated by the route candidate evaluation unit 19 are compared with each other, the distance of the unsuitable section on the route candidate a is longer, and thus a priority of the route candidate a is set to be higher than a priority of the route candidate b.

[0045] The priority of each route candidate set by the route candidate priority setting unit 20 is used as follows. In other words, among the route candidates determined by the route candidate determination unit 18, the assistance control system 100 assists an occupant of a moving object so that the moving object travels along a route candidate with the highest priority. A specific aspect of the assistance includes an aspect in which the HMI 7 presents a route candidate with the highest priority to the occupant of the moving object, and also includes an aspect in which the driving controller 15 executes autonomous driving control along the route candidate with the highest priority.

[0046] According to this aspect, a priority of a route candidate among a plurality of pre-determined route candidates that is evaluated as low may be set higher than the priority of other route candidates. In other words, a route candidate that is evaluated higher than other route candidates, that is, a route candidate in which the accuracy of the map information is high, is deliberately not selected, and a route candidate that is evaluated lower than other route candidates, that is, a route candidate in which the accuracy of the map information is lower than that of the other route candidates, is selected.Therefore, a route candidate for which the acquisition of map information by a larger number of movement operations is advantageous than other route candidates is presented to an occupant preferentially over other route candidates, or a moving object preferentially travels on the route candidate over other route candidates, thus contributing to increasing the accuracy of the map information.

[0047] According to this aspect, the efficiency of increasing the accuracy of the entire map information is improved. The "entire map information" here indicates the entire map information within a usage range of the vehicle 300 (for example, in the case where the vehicle is used as a base at a specific location (home or work), within a peripheral range thereof (for example, within a predetermined distance from the specific location), and in the case where the vehicle is used to move among a plurality of bases, within a range including the respective bases). The expression "the accuracy of the entire map information" may include, for example, increasing the minimum value of a map information evaluation value in the entire map information.The difference between the minimum and maximum values in the entire map information can be reduced. If the accuracy of the entire map information is significantly improved within a given time or within a given distance, the efficiency of improving the accuracy of the entire map information will be improved.

[0048] Therefore, when the vehicle travels on a route candidate with low map information accuracy, the probability of improving the accuracy of the entire map information is high, and the probability of improving efficiency is high compared to when the vehicle travels on a route candidate with high map information accuracy. This is because when the vehicle travels on a route candidate with high map information accuracy, the minimum value of a map information evaluation value for the entire map information is difficult to improve compared to when the vehicle travels on a route candidate with low map information accuracy.According to this aspect, a route candidate with low map information accuracy is deliberately selected, and the vehicle travels along the route candidate. This can significantly improve the map information accuracy for the route candidate with low map information accuracy.

[0049] Efficiency is improved, and thus the accuracy of the entire map information is quickly increased. In other words, it is possible to shorten a time required for authorization of the "predetermined driving assistance function" and thus improve driver convenience. According to the aspect described above, since the route candidate evaluation unit 19 calculates a map information evaluation value using a distance of an unsuitable section on a route candidate, a route with a longer distance for which map information is not sufficiently acquired can be preferentially presented, or the vehicle can be caused to travel on the route, contributing to more efficient acquisition of map information.

[0050] Here, a configuration of the assistance control system 100 will be described. As described above, the assistance control system 100 may be in an aspect in which the entire system is provided in the vehicle 300, as shown in Fig. 1, and in one aspect, all or part of the functions thereof may be performed by an external data center 500 of the vehicle 300. As in Fig. 5, there may be an aspect in which the ECU 10 is provided in the vehicle 300 and a processing device 50 is provided in the data center 500, and the processing device 50 performs some of the functions of the ECU 10. In order to exchange information between the vehicle 300 and the data center 500, in this case, a communication device 30 is provided in both the vehicle 300 and the data center 500. In the Fig. In the example shown in Figure 5, individual pieces of information are transmitted from the external sensor 1, the GPS receiver 2, the internal sensor 3, the map database 4, the navigation system 5, and the HMI 7 of the vehicle 300 to the communication device 30. The information is transmitted from the communication device 30 to the communication device 40 and further transmitted from the communication device 40 to the processing device 50. A processing result of the processing device 50 is transmitted to the actuator 6 and the HMI 7 of the vehicle 300 via the communication device 40 and the communication device 30.

[0051] As in Fig. 6, the map database 4 can be provided in the data center 500. In this case, too, individual information is stored in the same way as in Fig. 5, information is transmitted from the external sensor 1, the GPS receiver 2, the internal sensor 3, the navigation system 5, and the HMI 7 of the vehicle 300 to the communication device 30. The information is transmitted from the communication device 30 to the communication device 40, and further from the communication device 40 to the processing device 50. A processing result of the processing device 50 is transmitted to the map database 4 and the communication device 40. The information is transmitted to the actuator 6 and the HMI 7 of the vehicle 300 via the communication device 30. This is the case when each function of the ECU 10 is shared and executed by the vehicle 300, and the data center 500 is also included in the present embodiment.

[0052] Subsequently, the processes executed by the assistance control system 100 are described in detail with reference to the flowcharts in the Fig. 7 and Fig. 8 described.

[0053] The Fig. 7 and Fig. 8 shows flowcharts illustrating operations in the assistance control system 100. In the assistance control system 100, the following flowcharts are executed by the ECU 10.

[0054] In step S1 in Fig. 7, a driver of the vehicle 300 sets a destination using the HMI 7. In step S2, the route candidate determination unit 18 determines a plurality of route candidates from the current location to the destination. In step S2, the route candidate priority determination unit 20 sets priorities of the route candidates based on outputs from the map information evaluation value calculation unit 17 and the route candidate evaluation unit 19. In step S4, assistance is provided so that the vehicle 300 travels on a route candidate with the highest priority. Specifically, the HMI 7 may present the route candidate with the highest priority to an occupant, and the driving controller 15 may control the object moving on the route candidate with the highest priority.

[0055] As an aspect of presenting the highest-priority route candidate to the occupant, the HMI 7 may display a plurality of route candidates and priorities of the route candidates in conjunction with each other, and the driver may select which route candidate the vehicle should travel based on the priorities. "Displaying the route candidates and priorities of the route candidates in conjunction with each other" may include an aspect in which a high-priority route candidate is displayed more prominently than a low-priority route candidate. Specifically, a font size indicating a high-priority route candidate may be larger than a font size indicating a low-priority route candidate. A color indicating a high-priority route candidate (a conspicuous color) may be displayed more saturated than a color indicating a low-priority route candidate.A high priority route candidate may be displayed brighter than a low priority route candidate.

[0056] An example of priority setting in step S3 is shown in the flowchart of Fig. 8 executed. In Fig. 8, in step S31, the route candidate evaluation unit 19 determines a section unsuitable for autonomous driving on a route candidate as an unsuitable section based on map information evaluation values calculated by the map information evaluation value calculation unit 17. Subsequently, in step S32, the route candidate evaluation unit 19 calculates a distance of a section included in the unsuitable section. In step S33, the route candidate priority setting unit 20 compares the distances of unsuitable sections on the route candidates calculated by the route candidate evaluation unit 19 for the respective route candidates, sets a priority of a route candidate with a longer distance in an unsuitable section as high, and a priority of a route candidate with a shorter distance in an unsuitable section as low.

[0057] Aspects of the route candidate evaluation unit 19 and the route candidate priority setting unit 20 described above are merely examples, and other aspects may be used. For example, in the above-described example, the route candidate priority setting unit 20 determines a priority based on a distance of an unsuitable section calculated by the route candidate evaluation unit 19, but may also determine a priority based on a weighted distance of an unsuitable section. Here, the weighting may be determined from the perspective of whether data required for reliably executing predetermined driving assistance is easy to collect in a section designated as an unsuitable section on a route candidate.For example, if a case with an intersection in a section determined as unsuitable is compared with a case with no intersection in it, it is not easy to collect the data required for reliable execution of specified driving assistance in the case where an intersection is included. In other words, a large number of trips are necessary to collect the data. On the other hand, it is easier to collect the data required for reliable execution of specified driving assistance in the case where no intersection is included than in the case where an intersection is included. In other words, data can be sufficiently collected through a smaller number of trips. In this case, the case where an intersection is included in a section determined as unsuitable is assigned a greater weight than the case where no intersection is included.In other words, the weighted distance of an unsuitable section is considered longer than the current distance, and thus a route candidate containing an unsuitable section is simply assigned a high priority. With this configuration, it is possible to efficiently improve the accuracy of the overall map information.

[0058] This is followed by a detailed description with reference to Fig. 9A. Regarding a route candidate c and a route candidate d, which are route candidates determined by the route candidate determination unit 18, it is assumed that the route candidate evaluation unit 19 determines a section between a location C and a location D as an unsuitable section for the route candidate c, and determines a section between a location E and a location F as an unsuitable section for the route candidate d. It is assumed that a distance between the location C and the location D is the same as a distance between the location E and the location F. It is also assumed that information indicating that an intersection T exists between the location C and the location D, and no intersection exists between the location E and the location F is obtained from the map database 4.At this point, the weighted distances of the unsuitable sections are compared with each other according to the method. Since the section with the intersection between location C and location D is given a higher weight than the section with no intersection between location E and location F when comparing the unsuitable sections, the distance on route candidate c is longer than that on route candidate d, and thus, the priority of route candidate c should be set higher than the priority of route candidate d.

[0059] In another method, the route candidate priority setting unit 20 may determine a priority according to a ratio of a distance of an unsuitable section calculated by the route candidate evaluation unit 19 to a distance of the entire route candidate.

[0060] The route candidate priority setting unit 20 may set a priority according to the number of unsuitable sections in a route candidate determined by the route candidate evaluation unit 19. A detailed description will be given below with reference to Fig. 9B. Regarding a route candidate e and a route candidate f, which are route candidates determined by the route candidate determination unit 18, it is assumed that the route candidate evaluation unit 19 determines a section between a location C and a location D and a section between a location E and a location F as unsuitable sections for the route candidate e, and determines a section between a location G and a location H as an unsuitable section for the route candidate f. In this case, the route candidate priority determination unit 20 sets a priority for the route candidate e in which the number of unsuitable sections is larger as higher, among the route candidate e with two unsuitable sections and the route candidate f with a single unsuitable section.

[0061] There may be an aspect in which the map information evaluation value calculation unit 17 calculates map information evaluation values at predetermined intervals, determines a location (hereinafter referred to as an “unsuitable location”) for which a map information evaluation value is equal to or less than a predetermined threshold, and compares the respective route candidates with each other with respect to the number of unsuitable sections in each of the route candidates. A detailed description will be given below with reference to Fig. 9C. Regarding a route candidate g and a route candidate h, which are route candidates determined by the route candidate determination unit 18, it is assumed that the number of unsuitable sections on the route candidate g is four, and on the route candidate h is two. In this case, the route candidate priority setting unit 20 sets a priority of the route candidate g with a higher number of unsuitable sections as higher. In this aspect, a route candidate with a longer distance for which map information is not sufficiently determined can also be preferentially presented to the occupant, or the vehicle can be controlled along the route candidate, and thus the efficiency of increasing the accuracy of the entire map information is improved. Second embodiment

[0062] Next, a second embodiment will be described. In the present embodiment, the vehicle 300 is prompted to travel along a route candidate with the highest priority, determined by the route candidate priority determination unit 20. In a description of the present embodiment, the differences from the first embodiment will be emphasized.

[0063] Fig. 10 is a block diagram showing a configuration of an ECU 10 of the assistance control system 100 according to the second embodiment. As shown in Fig. 10, the assistance control system 100 of the present embodiment differs from that of the first embodiment in that a change determination unit 21 is provided. The remaining parts are the same as those shown in Fig. 2 of the first embodiment. In the same way as in the first embodiment, the aspects from the Fig. 5 and Fig. 6 can be used.

[0064] The vehicle 300 travels a plurality of times on a route candidate having the highest priority set by the route candidate priority setting unit 20, the map information generation unit 16 updates the map information accordingly, the map information evaluation value calculation unit 17 updates the map information evaluation value, and then the change determination unit 21 determines a difference (change amount) between map information evaluation values before and after traveling.

[0065] Specifically, a detailed description follows. First, the change determination unit 21 determines whether the number of trips according to the travel plan is a predetermined number of trips based on a priority set by the route candidate priority setting unit 20. In a case where the vehicle 300 travels on a route candidate used in the travel plan, the map information generation unit 16 updates the map information in response to a new input from the external sensor 1, and the map information evaluation value calculation unit 17 updates the map information evaluation value. The change determination unit 21 calculates a change amount between the map information evaluation value before and after traveling.

[0066] The change determination unit 21 determines whether the amount of change between the map information evaluation values satisfies a predetermined condition. Specifically, in a case where the number of trips of the vehicle 300 in the travel plan is equal to or greater than a predetermined number of trips, the change determination unit 21 determines whether the amount of change between the map information evaluation values is equal to or less than a predetermined threshold (hereinafter referred to as a "first threshold"). In a case where the change determination unit 21 determines that the amount of change between the map information evaluation values is equal to or less than the first threshold, the route candidate priority setting unit 20 subsequently lowers the priority of the route candidate on which the vehicle has traveled.

[0067] In a case where a map information evaluation value is not improved even though the map information is updated by the vehicle traveling on a route candidate with the highest calculated priority, the route candidate may be changed to another route candidate in which a map information evaluation value can be more easily improved, and the vehicle 300 may be guided to the route candidate. This improves the efficiency of increasing the accuracy of the entire map information.

[0068] Fig. 11 is a flowchart detailing a process performed by the assistance control system 100. As described above, in the present embodiment, the route plan generation unit 14 uses a route candidate with the highest priority set by the route candidate priority setting unit 20 in a route plan, and the driving controller 15 causes the vehicle 300 to travel according to the route plan. Fig. The flowchart shown in Figure 11 is started when the vehicle is traveling or after the vehicle travels along a predetermined section.

[0069] In step S310, the change determination unit 21 determines whether the number of trips of the vehicle 300 in the travel plan is a predetermined number of trips based on a priority set by the route candidate priority setting unit 20. In a case where the change determination unit 21 determines that the number of trips is less than the predetermined number of trips, step S310 is repeatedly executed. In a case where the change determination unit 21 determines that the number of trips is equal to or greater than the predetermined number of trips, the process proceeds to step S320. In step S320, the change determination unit 21 calculates a change amount between the map information evaluation values updated by the map information evaluation value calculation unit 17 before and after the predetermined number of trips is performed.

[0070] In step S330, the change determination unit 21 determines whether the change amount between the map information evaluation values is equal to or less than a predetermined amount. In a case where the change determination unit 21 determines that the change amount is greater than the predetermined amount, that is, it determines that the map information evaluation value is correspondingly increased by the predetermined number of trips, the process returns to step S310. In a case where the change determination unit 21 determines that the change amount is equal to or less than the predetermined amount, that is, it determines that the map information evaluation value is not correspondingly increased despite the predetermined number of trips, the process proceeds to step S340.

[0071] Subsequently, in step S340, the route candidate priority setting unit 20 executes a process of lowering the priority of the route candidate on which the vehicle has traveled. In other words, in a case where there are a plurality of route candidates, a process of relatively increasing the priority of a route candidate not used in the travel plan is executed.

[0072] A predetermined condition used by the change determination unit 21 is not limited to the above-described condition, and the change determination unit 21 may determine whether a change amount of a map information evaluation value is equal to or larger than a predetermined threshold value (hereinafter referred to as "second threshold value").

[0073] In a case where the change determination unit 21 determines that the change amount of the map information evaluation value is equal to or greater than the second threshold, the route candidate priority setting unit 20 lowers the priority of the route candidate on which the vehicle has traveled. At this point, the second threshold is preferably greater than the first threshold. It is preferable to use a variable value that increases with the increase in the number of travels of the vehicle 300 over a predetermined travel location or a predetermined travel section on a route candidate. In a case where the change amount of the map information evaluation value is determined to be equal to or greater than the second threshold, it can be said that the map information evaluation value is greatly increased in proportion to the number of travels.From the perspective of increasing the accuracy of the entire map information, in the above-described case, map information is preferentially acquired by traveling along a different route candidate. This allows the occupant to be presented with a different route in the above-described case, or the vehicle can be steered along the route by lowering the priority of a route candidate (a route candidate with the highest priority) on which the vehicle has been traveling. This improves the efficiency of increasing the accuracy of the entire map information.

[0074] As mentioned above, according to the second embodiment, based on the amount of change in a map information evaluation value due to an update of the map information, the priority of a route candidate on which the vehicle has traveled is lowered, and thus it is possible to determine whether to present another route candidate to the occupant or to steer the vehicle along the route candidate. This makes it possible to contribute to improving the efficiency of increasing the accuracy of the entire map information.

[0075] The embodiments of the present invention are as described above, but the present invention can be implemented in various aspects without being limited to the embodiments.

[0076] In the above description, the description was focused on a vehicle capable of autonomous driving as a moving object, but the present invention is not limited thereto. For example, the present invention is applicable to a moving object in which map information within a predetermined, preset area needs to be quickly created, such as a self-driving robot cleaner that travels and operates on a floor surface.

[0077] In the foregoing description, a description was given of a process for creating map information using the sensor input detected by the vehicle 300, but the map information may also be created using the sensor input from vehicles other than the vehicle 300. The map information may be exchanged with one or more other vehicles via the data center using a known communication device. Regarding the map information

[0078] Although not described in the foregoing description, details of map information and a map information evaluation value used by the map information generation unit 16 and the map information evaluation value calculation unit 17 will be described below. The map information includes not only general road maps or navigation maps, but also map information in various views. The map information described below includes stationary object map information, characteristic object map information, and ground condition map information. Each piece of map information includes information associated with a position (absolute position). Next, various types of map information will be described in detail.

[0079] Fig. Figure 12 shows a conceptual diagram for describing stationary object map information. Stationary object map information is map information regarding a stationary object and indicates whether a stationary object exists for each location. Examples of a stationary object may include immovable road structures such as walls or guardrails. To detect a stationary object, the external sensor 1, specifically the LIDAR, is used. The LIDAR sequentially emits (scans) laser beams in a variety of directions.

[0080] A peripheral space of a vehicle is divided into a plurality of voxels (volume unit elements) V. In a case where at least one laser beam is directed at a certain voxel V i reflected, a measurement result value M i with respect to voxel V iis set to “1”. In a case where all laser beams incident on the voxel Vi pass through without reflection, the measurement result value M i for voxel V i set to “0”. The measurement result value M i = “1” indicates that a specific object in voxel V i On the other hand, the measurement result value Mi = “0” indicates that in voxel V i no object is present.

[0081] The LIDAR repeatedly scans with laser beams. Therefore, a large number of consecutive measurement values M i with respect to the identical voxel V i received. An “occupancy R i “ of voxel V i is defined by an average of the measurement result values Mi (a value resulting from the division of the sum of the measurement result values M iby the number N of measurement times). If the vehicle 300 passes an identical road, a new measurement result value M is obtained i with respect to voxel V i and calculates the occupancy R again i . That is, the occupancy R i is being updated.

[0082] The occupancy R i = 1 indicates that “at any time” an object in the voxel V i is present. The probability is high that an object present at any time is possibly a stationary object. That is, the occupancy R i = 1 indicates that the probability is high that there may be a stationary object in the voxel V i is present. In contrast, the assignment R i = 0 indicates that the probability is high that there may not be a stationary object in the voxel V i is present. The case where occupancy R iaround 0.5, indicates that it is not clear whether in the voxel V i an object exists.

[0083] Information indicating that "the probability of a stationary object being present is high" is useful. For example, such information is used to remove a stationary object from a LIDAR point group and thus detect a moving object, such as a pedestrian. Information indicating that "the probability of a stationary object not being present is high" is equally useful. This is because, in a case where an object is detected in an open space where no stationary object is present, the detected object can be considered a moving object. As mentioned above, the stationary object map information can be used to detect a moving object.

[0084] Fig. Figure 12 shows an example of a data structure of stationary object map information. For each voxel V i A single data record is created. In the Fig. In the example shown in Figure 12, the data record contains a position [X, Y, Z], the occupancy R i , stationary object map evaluation information and a stationary object map information evaluation value of voxel V i .

[0085] The map information evaluation value calculation unit 17 calculates a stationary object map information evaluation value that indicates the certainty of the stationary object map information. That is, the stationary object map information evaluation value indicates the certainty with which a stationary object exists at the position [X, Y, Z] included in the stationary object map information. Certainty can be replaced by accuracy or reliability. The stationary object map information evaluation value can be replaced by a score.

[0086] The stationary object map evaluation information is information used to calculate a stationary object map information evaluation value. The evaluation information includes the number N of measurements. When the number N of measurements is low, the stationary object map information evaluation value is low, and as the number N of measurements increases, the stationary object map information evaluation value also increases. The stationary object map evaluation information may detect a deviation in the positions of the objects in the voxel V. i included measurement points (reflection points). As the deviation increases, the stationary object map information evaluation value decreases.

[0087] The map information generation unit 16 generates and updates the stationary object map information. The map information generation unit 16 generates or updates a data record regarding each voxel V i based on a position and azimuth of the vehicle 300.

[0088] Fig. 13 shows a conceptual diagram describing characteristic object map information. The characteristic object map information is map information related to a characteristic object. Examples of characteristic objects include white lines, signposts (area-like objects), and poles (pillar-like objects). For example, the characteristic object map information is used for a localization process to increase the accuracy of the position information of the vehicle 300. The following describes exemplary characteristic object map information related to a white line WL. This also applies to other characteristic objects.

[0089] A position of the white line WL is specified by positions [Xs, Ys, Zs] and [Xe, Ye, Ze] from both ends of the white line WL. For example, the external sensor 1, specifically the LIDAR, and the camera are used to calculate a position of the white line WL. Specifically, a road surface image representing a road surface is generated based on camera image information or LIDAR measurement information. Then, the white line WL is extracted from the road surface image through a binarization process or a corner detection process. A position of the white line WL is calculated based on the camera image information or LIDAR measurement information.

[0090] When the vehicle 300 passes an identical road, similar white lines (WL) are repeatedly measured (detected), and positions of the white lines WL are repeatedly calculated. In this case, a weighted average of previously calculated positions is used as a position. That is, each time white lines WL are measured, their positions are updated. For example, with a weighted average, the largest weight is set for the most recent position. Whether the white line WL measured at this time is the same white line as the already existing white line WL is determined depending on whether the white line WL measured at this time is included in a peripheral predetermined range of the existing white line WL.

[0091] Fig. Figure 13 shows an example of a data structure for the characteristic object map information. A single record is created for each white line WL. In the Fig. In the example shown in Figure 13, the data set contains a position, characteristic object map evaluation information, and a characteristic object map information evaluation value of the white line WL.

[0092] The characteristic object map information evaluation value indicates the "certainty" of the characteristic object map information. That is, the characteristic object map information evaluation value indicates the certainty of the existence of a characteristic object at a location contained in the characteristic object map information.

[0093] The characteristic object map evaluation information is information used to calculate a characteristic object map information evaluation value. The characteristic object map information evaluation information includes a number of measurements, a deviation of calculated positions, and the like. For example, the characteristic object map information evaluation value is small when the number of measurements is small, and as the number of measurements increases, the characteristic object map information evaluation value also increases. As the deviation of the calculated positions increases, the characteristic object map information evaluation value decreases.

[0094] The map information generation unit 16 generates and updates the characteristic object map information. Specifically, a record is generated or updated regarding each white line WL (characteristic object).

[0095] Fig. 14 shows a conceptual diagram for describing ground surface map information. The ground surface map information is information regarding ground surface conditions and indicates a height (geographical elevation) Z of a road surface at a position [X,Y]. The ground surface map information is used as described below. For example, an obstacle (e.g., a falling object) on a road surface may be detected by removing the road surface from a LIDAR point group. As another example, a road surface slope may be calculated based on the information indicating the height Z, and vehicle driving control such as acceleration or deceleration may be planned based on the road surface slope. As another example, a driving range in which the vehicle 300 can travel may be determined.

[0096] For example, the external sensor, specifically the LIDAR, is used to calculate the height Z of the road surface at the position [X,Y]. Specifically, a road surface point group representing the road surface is extracted from a LIDAR point group. A road surface point group contained within a given range near the position [X,Y] is extracted. The height Z of the road surface at the position [X,Y] is calculated by interpolating the heights ZL. j of the respective extracted roadway point groups. For example, an average value of the heights ZL j of the extracted road surface point groups from the height Z. The number of road surface points and a deviation of the respective heights ZL j used to calculate the height Z can be used as soil condition map information, which is described below.

[0097] When the vehicle 300 passes an identical road, similar road surfaces are repeatedly measured (detected), and heights Z of similar road surfaces are repeatedly calculated. In this case, an average value or a weighted average value of the previously calculated heights Z is used as the height Z. That is, whenever similar road surfaces are measured, their heights Z are updated. For example, with a weighted average value, the largest weight is set for the last height Z.

[0098] Fig. Figure 14 shows an example of a data structure for soil texture map information. A single data record is created for each position [X,Y]. Fig. In the example shown in Figure 14, the data set contains each position [X,Y], the height Z, soil condition map evaluation information, and a soil condition map information evaluation value.

[0099] The soil condition map information evaluation value indicates the "certainty" of the soil condition map information. That is, the soil condition map information evaluation value indicates the certainty of the presence of a road surface at the position [X,Y] and the height Z contained in the soil condition map information.

[0100] The soil condition map information is map information used to calculate a soil condition map information evaluation value. The soil condition map evaluation information includes a number of measurements, a deviation, and the like. The number of measurements includes at least a number of measurements of the calculation of the height Z and the number of road surface points used to calculate the heights Z. The deviation includes at least a deviation of the calculated heights Z and a deviation of the respective heights ZL.j of road surface points used to calculate heights Z. For example, when the number of measurements is small, the ground texture map information evaluation value is small, and as the number of measurements increases, the ground texture map information evaluation value becomes larger. As the deviation of the calculated positions increases, the ground texture map information evaluation value decreases. As another example, as a difference between height Z and a height Z' at a neighboring position becomes larger, an evaluation value may become smaller.

[0101] The map information generation unit 16 generates and updates the soil condition map information. Specifically, a data set is generated or updated for each position [X,Y].

Claims

[1] An assistance control system (100) which includes a map database (4) storing map information and executes an assistance control to cause a moving object to move to a destination based on map information, the assistance control system comprising an electronic control unit which is configured to: generate or update the map information based on an input from a sensor attached to the moving object, to identify a large number of route candidates to the destination, to assess the security of the map information for each location or section and to calculate a map information assessment value, to evaluate the accuracy of the assistance control on the identified route candidates based on the calculated map information evaluation value, to set a priority for a route candidate with a lower rating among the route candidates higher than the priorities of other route candidates, to present a route candidate with the highest priority among the route candidates to an occupant of the moving object, or to steer the moving object along the route candidate with the highest priority, and update the map information evaluation value as a result of the movement of the moving object along the route candidate with the highest priority, and lower the priority of the route candidate with the highest priority based on an amount of change in the map information evaluation value within a predetermined time, wherein, when the number of times the moving object has moved along the route candidate having the highest priority is equal to or greater than a predetermined number of times, the electronic control unit may be configured to determine whether the amount of change between the map information evaluation value before the movement of the moving object and the map information evaluation value after the movement of the moving object is equal to or less than a first predetermined amount, and lower the priority of the route candidate having the highest priority when the electronic control unit determines that the amount of change is equal to or less than the first predetermined amount. [2] The assistance control system (100) according to claim 1, wherein the electronic control unit is configured to calculate a distance of a section where the calculated map information evaluation value is smaller than a predetermined threshold value in each of the route candidates, and to increase a priority of a route candidate with the longer distance among the route candidates compared to a priority of a route candidate with the shorter distance. [3] The assistance control system (100) according to claim 1, wherein the electronic control unit is configured to determine whether the change amount is equal to or greater than a second predetermined amount that is greater than the first predetermined amount, and to lower the priority of the route candidate with the highest priority when the electronic control unit determines that the change amount is equal to or greater than the second predetermined amount.

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