Driving support device and computer program

Abstract

The present invention provides a driving support device and a computer program that can generate a vehicle driving trajectory that takes into account restrictions on the road based on information related to lane lines of the road, thereby enabling appropriate driving support. Specifically, the device is configured to obtain a planned driving path for the vehicle, use high-precision map information (15) that includes at least information related to lane lines, generate a recommended driving trajectory for the vehicle on the road included in the planned driving path, that is, a static driving trajectory, and provide driving support for the vehicle based on the static driving trajectory.

Description

Technical Field

[0001] The present invention relates to a driving support device and a computer program for supporting driving of a vehicle. Background Art

[0002] In the past, in addition to manual driving based on the user's driving operation, an automatic driving support system has been newly proposed as a driving method for a vehicle, which assists the user in driving the vehicle by performing part or all of the user's driving operation on the vehicle side. In the automatic driving support system, for example, the current position of the vehicle, the lane in which the vehicle is traveling, and the positions of other vehicles around it are detected at any time, and the vehicle steering, drive source, brakes, etc. are automatically controlled so that the vehicle travels along a pre-set path.

[0003] In addition, when driving based on automatic driving support, the following control is performed: a driving track based on the vehicle's scheduled driving route, map information, etc. is pre-generated on the road on which the vehicle is driving, and the vehicle is driven along the generated driving track. For example, the following technology is proposed in the specification of U.S. Patent Application Publication No. 2019 / 0155292: When driving based on automatic driving support, the path to the destination and the map information around the current position of the vehicle are used to generate the future driving track of the vehicle within a short period of 2 seconds, 10 seconds, 16 seconds from the current time.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: U.S. Patent Application Publication No. 2019 / 0155292 (page 5, Figure 6 ) Summary of the invention

[0007] Problem that the invention aims to solve

[0008] Among them, regarding the road on which the vehicle is traveling, if the vehicle is within the road, the vehicle cannot freely choose a driving track to travel. For example, if the vehicle is restricted from moving between lanes, there is a case where an area (such as a guide strip) is set in the road where it is not suitable for the vehicle to travel. However, in the above-mentioned Patent Document 1, such a driving track that takes into account the restrictions on the road is not generated, and a driving track may be generated in which a lane change is performed in the area where the vehicle is restricted from moving between lanes or in an area where the vehicle is not suitable for traveling.

[0009] The present invention is completed in order to solve the above-mentioned conventional problems, and its purpose is to provide a driving assistance device and a computer program that can generate a vehicle's driving trajectory taking into account restrictions within the road based on information related to lane lines of the road when providing driving assistance to the vehicle, and can appropriately implement driving assistance.

[0010] Technical solutions to the problem

[0011] In order to achieve the above-mentioned purpose, the first driving support device of the present invention comprises: a planned driving path acquisition mechanism, which acquires a planned driving path for a vehicle; a static trajectory generation mechanism, which uses map information including at least information related to lane lines to generate a recommended driving trajectory for the vehicle on a road included in the planned driving path, i.e., a static driving trajectory; and a driving support mechanism, which provides driving support for the vehicle based on the static driving trajectory.

[0012] In addition, "driving support" refers to a function of performing at least a part of the operation of the vehicle on behalf of the driver or assisting the driver, or performing display guidance or voice guidance for supporting driving.

[0013] In addition, "information related to lane lines" can be information that determines the type and configuration of the lane lines themselves that divide the lanes, information that determines whether lane changes are possible between adjacent lanes, or information that directly or indirectly determines the shape of the lanes.

[0014] In addition, the second driving support device of the present invention comprises: a planned driving route acquisition unit for acquiring a planned driving route for a vehicle; a static trajectory generation unit for generating, using map information, a recommended driving trajectory for the vehicle on a road included in the planned driving route, at least for a section from a current position of the vehicle to a second route change point within a route change point where the vehicle's route is changed when the vehicle is traveling along the planned driving route; and a driving support unit for providing driving support for the vehicle based on the static driving trajectory.

[0015] In addition, the third driving support device of the present invention comprises: a road condition acquisition unit for acquiring the road condition in a specified detection range around the vehicle; a planned driving route acquisition unit for acquiring the planned driving route of the vehicle; a static trajectory generation unit for generating, in an area outside the detection range, a static driving trajectory that is recommended for the vehicle to travel on the roads included in the planned driving route using map information; a dynamic driving trajectory generation unit for generating, within the detection range, a dynamic driving trajectory that is recommended for the vehicle to travel on the roads included in the planned driving route using map information and the road condition around the vehicle acquired; and a driving support unit for providing driving support for the vehicle based on the generated driving trajectory that is generated using the static driving trajectory and the dynamic driving trajectory.

[0016] In addition, the first computer program of the present invention is a program for generating support information for driving support implemented in a vehicle. Specifically, the computer is made to function as the following mechanisms: a planned driving route acquisition mechanism that acquires a planned driving route for a vehicle to travel; a static trajectory generation mechanism that uses map information that includes at least information related to lane lines to generate a recommended driving trajectory for the vehicle to travel on a road included in the planned driving route, i.e., a static driving trajectory; and a driving support mechanism that performs driving support for the vehicle based on the static driving trajectory.

[0017] In addition, the second computer program of the present invention is a program for generating support information for driving support implemented in a vehicle. Specifically, the computer is made to function as the following mechanisms: a planned driving route acquisition mechanism that acquires a planned driving route for the vehicle to travel; a static track generation mechanism that uses map information to generate a recommended driving track for the vehicle to travel on a road included in the planned driving route, i.e., a static driving track, at least for a section from the current position of the vehicle to the second said route change point, within a location where the vehicle's route is changed when the vehicle travels along the planned driving route; and a driving support mechanism that performs driving support for the vehicle based on the static driving track.

[0018] In addition, the third computer program of the present invention is a program for generating support information for driving support implemented in a vehicle. Specifically, the computer is made to function as the following mechanisms: a road condition acquisition mechanism that acquires the road condition in a predetermined detection range around the vehicle; a planned driving route acquisition mechanism that acquires the planned driving route for the vehicle; a static track generation mechanism that uses map information to generate a driving track that is recommended for the vehicle to drive on the road included in the planned driving route in an area outside the detection range, that is, a static driving track; a dynamic driving track generation mechanism that uses map information and the road condition around the vehicle acquired within the detection range to generate a driving track that is recommended for the vehicle to drive on the road included in the planned driving route, that is, a dynamic driving track; and a driving support mechanism that performs driving support for the vehicle based on a driving track that is generated using the static driving track and the dynamic driving track, that is, a generated driving track.

[0019] Effects of the Invention

[0020] According to the first driving support device and computer program of the present invention having the above-mentioned structure, when the vehicle is driving based on driving support, a driving track of the vehicle taking into account restrictions on the road and the like can be generated based on information related to lane lines of the road. In particular, even when a section where the movement of the vehicle between lanes is restricted or an area where the vehicle is not suitable for driving (such as a guide strip) is set on the road, a more appropriate driving track of the vehicle can be generated compared to the previous situation. Moreover, by performing driving support based on the generated driving track, driving support can be appropriately implemented.

[0021] In addition, according to the second driving support device and computer program of the present invention having the above-mentioned structure, when the vehicle is traveling based on driving support, even if there is a location in front of the vehicle in the traveling direction where the vehicle's traveling route is changed, a vehicle's traveling track can be generated for a wider section including the location. Furthermore, by performing driving support based on the generated traveling track, driving support can be appropriately implemented.

[0022] In addition, according to the driving support device and computer program of the present invention having the above-mentioned structure, a planned driving route is obtained as a long-distance plan for the vehicle in the future, a driving track recommended for the vehicle to travel is generated based on map information as a medium-distance plan for the vehicle in the future, and within the detection range that can obtain the road condition, a driving track recommended for the vehicle to travel can also be generated as a short-distance plan for the vehicle in the future based on the road condition obtained in addition to the map information. As a result, an appropriate driving plan can be generated for each distance from the vehicle using the available materials. In particular, by generating driving tracks for narrow areas and wider areas where the road condition around the vehicle can be obtained, an appropriate driving track corresponding to the condition of the vehicle can be selected. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 1 is a diagram schematically showing the configuration of a driving support system according to the present embodiment.

[0024] Figure 2 This is a block diagram showing the configuration of the driving support system according to the present embodiment.

[0025] Figure 3 This is a block diagram showing a navigation device according to this embodiment.

[0026] Figure 4 This is a flowchart of the automatic driving support program according to the present embodiment.

[0027] Figure 5 This is a diagram showing an area for obtaining high-precision map information.

[0028] Figure 6 This is a flowchart of a sub-processing program of a static travel trajectory generation process.

[0029] Figure 7 FIG. 1 is a diagram showing an example of a planned travel route of a vehicle.

[0030] Figure 8 Yes Figure 7 FIG. 1 is a diagram showing an example of a lane network constructed for a planned driving route.

[0031] Fig. 9 It is a graph showing the relationship between the number of lane changes and the lane cost.

[0032] Fig.10 It is a diagram for explaining a method of calculating a static driving trajectory in a driving section involving lane changes.

[0033] Fig.11 This is a diagram for explaining a method for calculating a static travel trajectory within an intersection.

[0034] Fig.12 This is a flowchart of a sub-processing program of the speed plan generation process.

[0035] Fig.13 FIG. 1 is a diagram showing an example of a generated speed plan.

[0036] Fig.14 This is a flowchart of a sub-processing program of a dynamic driving trajectory generation process.

[0037] Fig.15 FIG. 1 is a diagram showing an example of an avoidance trajectory which is one of the dynamic driving trajectories.

[0038] Fig.16FIG. 1 is a diagram showing an example of an avoidance trajectory which is one of the dynamic driving trajectories.

[0039] Fig.17 FIG. 1 is a diagram showing an example of a following trajectory which is one of the dynamic travel trajectories.

[0040] Fig.18 FIG. 1 is a diagram showing an example of a following trajectory which is one of the dynamic travel trajectories.

[0041] Fig.19 This is a flowchart of a sub-processing program of the driving trajectory reflection processing.

[0042] Fig. 20 This is a flowchart of a sub-processing program of the speed plan correction processing. DETAILED DESCRIPTION

[0043] Hereinafter, an embodiment of the driving support device of the present invention as a navigation device 1 will be described in detail with reference to the accompanying drawings. Figure 1 and Figure 2 A schematic configuration of a driving support system 2 including a navigation device 1 according to the present embodiment will be described. Figure 1 1 is a diagram schematically showing the configuration of a driving support system 2 according to the present embodiment. Figure 2 It is a block diagram showing the configuration of the driving support system 2 according to the present embodiment.

[0044] like Figure 1 As shown, the driving support system 2 of this embodiment basically includes: a server device 4 provided in an information distribution center 3; and a navigation device 1 mounted on a vehicle 5 to perform various supports related to the automatic driving of the vehicle 5. In addition, the server device 4 and the navigation device 1 are configured to be able to transmit and receive electronic data to and from each other via a communication network 6. In addition, other vehicle-mounted devices mounted on the vehicle 5 or a vehicle control device that performs control related to the vehicle 5 may be used instead of the navigation device 1.

[0045] Among them, vehicle 5 is a vehicle that, in addition to manual driving based on the user's driving operation, can also perform assisted driving based on automatic driving support, wherein the automatic driving support is to enable the vehicle to automatically drive along a predetermined path or road regardless of the user's driving operation.

[0046] In addition, the automatic driving support may be performed in all road sections, or only when the vehicle is traveling in a specific road section (for example, a highway with an entrance and exit (regardless of whether there are people or not, toll-free or free)) at the boundary. In the following description, the automatic driving section for which the automatic driving support of the vehicle is performed includes parking lots in addition to all road sections including general roads and highways, and the automatic driving support is basically performed from the start of the vehicle to the end of the vehicle's travel. However, automatic driving support is not necessarily performed when the vehicle is traveling in the automatic driving section, but is preferably performed when the user selects automatic driving support (for example, turning the automatic driving start button to ON) and it is determined that driving based on automatic driving support can be performed. On the other hand, the vehicle 5 may also be a vehicle that can only be driven with support through automatic driving support.

[0047] Furthermore, in the vehicle control supported by the automatic driving, for example, the current position of the vehicle, the lane in which the vehicle is traveling, and the positions of surrounding obstacles are detected at any time, and the vehicle control such as the steering wheel, the driving source, and the brakes is automatically performed as described later, so that the vehicle travels along the travel track generated by the navigation device 1 at the same speed as the speed of the generated speed plan. In addition, in the supported driving based on the automatic driving support of the present embodiment, lane changes and left and right turns can be driven by performing the vehicle control based on the automatic driving support, but special driving such as lane changes and left and right turns can also be driven by manual driving without performing the automatic driving support.

[0048] On the other hand, the navigation device 1 is a vehicle-mounted device mounted on the vehicle 5, and displays a map around the vehicle position based on the map data possessed by the navigation device 1 or the map data obtained from the outside, or displays the current position of the vehicle on the map image, or provides movement guidance along the set guidance path. In this embodiment, in particular, when the vehicle is supported by automatic driving support, various support information related to automatic driving support is generated. As support information, there are, for example, a driving track recommended for the vehicle to travel, a speed plan indicating the vehicle speed during travel, etc. In addition, the details of the navigation device 1 will be described later.

[0049] In addition, the server device 4 performs a route search in accordance with the request of the navigation device 1. Specifically, when the destination is set in the navigation device 1 or when the route is re-searched (route is changed), the information required for searching the route such as the departure point or the destination and the route search request are sent from the navigation device 1 to the server device 4 (however, in the case of re-search, it is not necessarily necessary to send the information related to the destination). Then, the server device 4 that receives the route search request uses the map information possessed by the server device 4 to perform a route search and determine the recommended route from the departure point to the destination. Then, the determined recommended route is sent to the navigation device 1 of the request source. Then, the navigation device 1 provides the user with information related to the received recommended route, or sets the recommended route as a guide route, and generates various support information related to automatic driving support according to the guide route. Therefore, even if the map information possessed by the navigation device 1 at the time of route search is an old version of map information or the navigation device 1 itself does not have map information, it is possible to provide a recommended route to an appropriate destination based on the latest version of map information possessed by the server device 4.

[0050] Moreover, in addition to the usual map information used for the above-mentioned path search, the server device 4 also has map information with higher accuracy, namely, high-precision map information. The high-precision map information includes, for example, information related to the lane shape of the road (road shape, curvature, lane width, etc. in units of lanes) and lane lines drawn on the road (lane center line, lane boundary line, lane outer line, guide line, etc.). In addition, in addition to the above, it also includes information related to the shape of intersections, information related to parking lots, etc. Moreover, the server device 4 publishes high-precision map information based on a request from the navigation device 1, and the navigation device 1 uses the high-precision map information published from the server device 4 to generate various support information related to automatic driving support as described later. In addition, the high-precision map information is basically map information that only takes the road (link) and its surroundings as the object, but it can also be map information that includes areas other than the road surroundings.

[0051] However, the route search process described above does not necessarily have to be performed by the server device 4, and can be performed by the navigation device 1 if the navigation device 1 has map information. In addition, the high-precision map information can also be pre-owned by the navigation device 1 instead of being distributed from the server device 4.

[0052] In addition, the communication network 6 includes a plurality of base stations arranged throughout the country and a communication company that controls and manages each base station, and is formed by connecting the base station and the communication company to each other by wire (optical fiber, ISDN, etc.) or wirelessly. Among them, the base station has a transceiver (transceiver) and an antenna for communicating with the navigation device 1. In addition, while the base station wirelessly communicates with the communication company, it also functions as a terminal of the communication network 6 to relay the communication of the navigation device 1 located in the range (organization) reached by the radio waves of the base station to the server device 4.

[0053] Next, use Figure 2 The configuration of the server device 4 in the driving support system 2 will be described in more detail. Figure 2 As shown, the server device 4 includes: a server control unit 11, a server-side map DB 12 as an information recording mechanism connected to the server control unit 11, a high-precision map DB 13, and a server-side communication device 14.

[0054] The server control unit 11 is a control mechanism (MCU, MPU, etc.) that performs overall control of the server device 4, and includes a CPU 21 as a computing device and a control device, and internal storage devices such as a RAM 22 used as a working memory when the CPU 21 performs various computing processes, a ROM 23 that records control programs, and a flash memory 24 that stores programs read from the ROM 23. In addition, the server control unit 11 and the ECU of the navigation device 1 described later both have various mechanisms as processing algorithms.

[0055] On the other hand, the server-side map DB 12 is a storage mechanism for storing server-side map information, which is the latest version of map information registered based on input data or input operations from the outside. Among them, the server-side map information is composed of various information required for path search, path guidance and map display, starting with the road network. For example, it is composed of network data including nodes and sections representing the road network, section data related to roads (sections), node data related to nodes, intersection data related to each intersection, location data related to facilities and other locations, map display data for displaying maps, search data for searching for paths, retrieval data for retrieving locations, etc.

[0056] In addition, the high-precision map DB 13 is a storage mechanism for storing map information with higher precision than the above-mentioned server-side map information, namely, high-precision map information 15. The high-precision map information 15 is map information that stores more detailed information such as roads or parking lots on which vehicles travel, and in this embodiment, for example, includes information related to the lane shape of the road (road shape, curvature, lane width, etc. in units of lanes) and lane lines drawn on the road (lane center line, lane boundary line, lane outer line, guide line, etc.). In addition, as the high-precision map DB 13, for each road segment constituting the road, data indicating the width, gradient, cant, bank, road surface state, shape interpolation point data for determining the shape of the road segment between nodes (for example, the shape of the curve in a curved road), merging section, road structure, number of lanes of the road, places where the number of lanes is reduced, places where the width is narrowed, and road crossings are recorded; for curves, data indicating the radius of curvature, intersections, T-roads, entrances and exits of curves are recorded; for road attributes, data indicating downhill roads, uphill roads, etc. are recorded; for road types, in addition to data indicating general roads such as national highways, county roads, and narrow streets, data indicating toll roads such as national expressways, urban expressways, special roads for automobiles, general toll roads, and toll bridges are recorded. In particular, in the present embodiment, in addition to the number of lanes of the road, information on the traffic category that determines the direction of travel of each lane and the connection of the roads (specifically, which lane is connected to which road in a fork) is stored. In addition, the speed limit set on the road is also stored. In addition, high-precision map information is basically map information that only takes roads (road sections) and their surroundings as objects, but it can also be map information that includes areas other than the road surroundings. Figure 2 In the example shown, although the server-side map information and the high-precision map information 15 stored in the server-side map DB 12 are different map information, the high-precision map information 15 can also be a part of the server-side map information.

[0057] On the other hand, the server-side communication device 14 is a communication device for communicating with the navigation device 1 of each vehicle 5 via the communication network 6. In addition to the navigation device 1, traffic information consisting of congestion information, restriction information, traffic accident information, etc. transmitted from the Internet, a traffic information center, for example, a VICS (registered trademark: Vehicle Information and Communication System) center, etc. can also be received.

[0058] Next, use Figure 3 A schematic configuration of the navigation device 1 mounted on the vehicle 5 will be described. Figure 3It is a block diagram showing the navigation device 1 according to the present embodiment.

[0059] like Figure 3 As shown, the navigation device 1 of this embodiment includes: a current position detection unit 31 for detecting the current position of the vehicle equipped with the navigation device 1; a data recording unit 32, which records various data; a navigation ECU 33, which performs various calculations based on input information; an operation unit 34, which receives operations from the user; a liquid crystal display 35, which displays a map of the vehicle surroundings or information related to the guidance route (the vehicle's scheduled travel route) set by the navigation device 1 to the user; a speaker 36, which outputs a voice guidance related to the route guidance; a DVD drive 37, which reads a DVD as a storage medium; and a communication module 38, which communicates with an information center such as a detection center or a VICS center. In addition, the navigation device 1 is connected to an external camera 39 and various sensors installed in the vehicle equipped with the navigation device 1 via an in-vehicle network such as CAN. In addition, a vehicle control ECU 40 that performs various controls on the vehicle equipped with the navigation device 1 is connected in a manner that allows two-way communication.

[0060] Hereinafter, each component included in the navigation device 1 will be described in sequence.

[0061] The current position detection unit 31 is composed of GPS 41, a vehicle speed sensor 42, a steering sensor 43, a gyro sensor 44, etc., and can detect the current vehicle position, direction, vehicle speed, current time, etc. Among them, the vehicle speed sensor 42 is a sensor for detecting the moving distance and speed of the vehicle. It generates pulses according to the rotation of the driving wheels of the vehicle and outputs the pulse signal to the navigation ECU 33. Then, the navigation ECU 33 calculates the rotation speed and moving distance of the driving wheels by counting the generated pulses. In addition, the navigation device 1 does not need to have all the above four types of sensors, and can also be formed as a structure in which the navigation device 1 only has one or more types of sensors.

[0062] In addition, the data recording unit 32 has: a hard disk (not shown) as an external storage device and a recording medium; and a recording head (not shown) as a driver for reading the map information DB 45, cache 46, and a predetermined program recorded in the hard disk and writing predetermined data to the hard disk. In addition, instead of the hard disk, the data recording unit 32 may also have a flash memory, a memory card, a CD, a DVD, or other optical disk. In addition, in the present embodiment, as described above, since the path to the destination is searched in the server device 4, the map information DB 45 may be omitted.

[0063] Among them, the map information DB45 is a storage mechanism that stores, for example, section data related to roads (sections), node data related to nodes, search data for path search and change processing, facility data related to facilities, map display data for displaying maps, intersection data related to each intersection, and retrieval data for retrieving locations.

[0064] On the other hand, the cache 46 is a storage mechanism for storing high-precision map information 15 that was previously published from the server device 4. The storage period can be appropriately set, for example, it can be a specified period after storage (for example, 1 month), or it can be until the ACC power supply (accessory power supply) of the vehicle is turned off. In addition, after the amount of data stored in the cache 46 reaches the upper limit, the old data can also be deleted in sequence. Moreover, the navigation ECU 33 uses the high-precision map information 15 stored in the cache 46 to generate various support information related to autonomous driving support. The details will be described later.

[0065] On the other hand, the navigation ECU (Electronic Control Unit) 33 is an electronic control unit that performs overall control of the navigation device 1, and includes: a CPU 51 as a computing device and a control device; a RAM 52 that is used as a working memory when the CPU 51 performs various computing processes and stores route data when searching for a route, etc., and an automatic driving support program described later is recorded in addition to a control program (see Figure 4 ) and other internal storage devices such as a ROM 53, a flash memory 54 storing programs read from the ROM 53. In addition, the navigation ECU 33 has various mechanisms as processing algorithms. For example, the planned driving path acquisition mechanism acquires the planned driving path of the vehicle. The static trajectory generation mechanism uses at least high-precision map information 15 containing information related to lane lines to generate a recommended driving trajectory for the vehicle on the roads included in the planned driving path, that is, a static driving trajectory. The automatic driving support mechanism performs automatic driving support for the vehicle based on the static driving trajectory.

[0066] The operation unit 34 is operated when inputting a departure point as a starting point of driving and a destination as an end point of driving, and has a plurality of operation switches (not shown) such as various keys and buttons. Moreover, the navigation ECU 33 controls various actions to be performed correspondingly based on switch signals output by pressing each switch, etc. In addition, the operation unit 34 may also have a touch panel provided on the front surface of the liquid crystal display 35. In addition, it may also have a microphone and a voice recognition device.

[0067] In addition, a map image including roads, traffic information, operation guidance, operation menu, key guidance, guidance information along the guidance route (scheduled driving route), news, weather forecast, time, email, TV programs, etc. are displayed on the liquid crystal display 35. In addition, HUD or HMD may be used instead of the liquid crystal display 35.

[0068] In addition, the speaker 36 outputs voice guidance for guiding the vehicle to travel along the guidance route (scheduled travel route) and guidance on traffic information based on the instruction from the navigation ECU 33 .

[0069] In addition, the DVD drive 37 is a drive that can read data recorded in a recording medium such as a DVD or CD. And, based on the read data, music and images are played, and the map information DB 45 is updated. In addition, a card slot for reading and writing a memory card can also be provided instead of the DVD drive 37.

[0070] In addition, the communication module 38 is a communication device for receiving traffic information, detection information, weather information, etc. sent from a traffic information center, such as a VICS center, a detection center, etc., such as a mobile phone, a DCM. In addition, it also includes a vehicle-to-vehicle communication device for communicating between vehicles and a road-to-vehicle communication device for communicating with a roadside device. In addition, it is also used to send and receive path information or high-precision map information 15 searched by the server device 4 between the server device 4.

[0071] In addition, the external camera 39 is composed of a camera using a solid-state imaging element such as a CCD, and is installed above the front bumper of the vehicle, and is set in a manner that the optical axis direction is directed downward at a predetermined angle relative to the horizontal direction. Moreover, when the vehicle is traveling in the automatic driving area, the external camera 39 captures the front of the vehicle's traveling direction. In addition, the navigation ECU 33 detects obstacles such as lane lines drawn on the road on which the vehicle is traveling and other surrounding vehicles by performing image processing on the captured images, and generates various support information related to automatic driving support based on the detection results. For example, when an obstacle is detected, a new driving track is generated to avoid or follow the obstacle. In addition, the external camera 39 can also be configured to be arranged at the rear or side other than the front of the vehicle. In addition, as a mechanism for detecting obstacles, sensors such as millimeter-wave radars, laser sensors, vehicle-to-vehicle communications, and road-to-vehicle communications can also be used instead of cameras.

[0072] The vehicle control ECU 40 is an electronic control unit that controls the vehicle equipped with the navigation device 1. The vehicle control ECU 40 is connected to various driving parts of the vehicle such as the steering wheel, brakes, and accelerator. In this embodiment, after the vehicle starts automatic driving support, the automatic driving support of the vehicle is implemented by controlling various driving parts. In addition, if the user overrides the automatic driving support, the override is detected.

[0073] Among them, the navigation ECU 33 sends various support information related to the automatic driving support generated by the navigation device 1 to the vehicle control ECU 40 via the CAN after the start of driving. Then, the vehicle control ECU 40 uses the received various support information to implement the automatic driving support after the start of driving. The support information includes, for example, a driving track recommended for the vehicle, a speed plan indicating the vehicle speed during driving, and the like.

[0074] Next, based on Figure 4 The automatic driving support program executed by the CPU 51 in the navigation device 1 of the present embodiment having the above-described configuration will be described. Figure 4 is a flowchart of the automatic driving support program of this embodiment. The automatic driving support program is executed after the ACC power supply (accessory power supply) of the vehicle is turned on (ON), that is, when the vehicle starts driving based on automatic driving support, and implements the support driving based on automatic driving support according to the support information generated by the navigation device 1. In addition, in the following Figure 4 , Figure 6 , Fig.12 , Fig.14 , Fig.19 as well as Fig. 20 The program shown in the flowchart in FIG. 5 is stored in the RAM 52 and the ROM 53 included in the navigation device 1 , and is executed by the CPU 51 .

[0075] First, in step (hereinafter, abbreviated as S) 1 of the automatic driving support program, the CPU 51 obtains the planned path for the vehicle to travel in the future (hereinafter, referred to as the planned travel path). In addition, in the planned travel path of the vehicle, when a guide path is set in the navigation device 1, the path from the current position of the vehicle to the destination within the guide path currently set in the navigation device 1 is used as the planned travel path. On the other hand, when the guide path is not set in the navigation device 1, the path along the road from the current position of the vehicle may be used as the planned travel path.

[0076] In addition, the guidance route is a recommended route from the departure point to the destination set by the navigation device 1, and in the present embodiment, it is searched by the server device 4 in particular. When searching for the recommended route, the CPU 51 first sends a route search request to the server device 4. In addition, the route search request includes information for determining the terminal ID of the navigation device 1 that is the source of the route search request, and information for determining the departure point (e.g., the current position of the vehicle) and the destination. In addition, when searching again, the information for determining the destination is not necessarily necessary. Then, the CPU 51 receives the search route information sent from the server device 4 according to the route search request. The search route information is information (e.g., a column of sections included in the recommended route) for determining the recommended route (center route) from the departure point to the destination that the server device 4 has searched for based on the route search request sent and using the latest version of the map information. For example, the search is performed using the well-known Dijkstra method. Then, the CPU 51 sets the received recommended route as the guidance route of the navigation device 1.

[0077] Next, in S2, the CPU 51 acquires the high-precision map information 15 for the section within the prescribed distance along the planned travel route acquired in S1 above from the current position of the vehicle. For example, although the prescribed distance is set to 3 km, the distance can be appropriately changed to 1 km or 10 km. In addition, the high-precision map information 15 can also be acquired for the entire planned travel route.

[0078] Among them, Figure 5 As shown, the high-precision map information 15 is divided into rectangular shapes (e.g., 500 m×1 km) and stored in the high-precision map DB 13 of the server device 4. Figure 5 As shown in FIG. 1 , when the planned driving route 61 is acquired, the high-precision map information 15 is acquired with the area 62 to 64 including the section within 3 km from the current position of the vehicle along the planned driving route 61 as the object. The high-precision map information 15 includes, for example, information related to the lane shape of the road and the lane lines (lane center line, lane boundary line, lane outer line, guide line, etc.) drawn on the road. In addition, it also includes information related to the shape of the intersection and information related to the parking lot.

[0079] Although the high-precision map information 15 is basically obtained from the server device 4, if there is high-precision map information 15 of the area already stored in the cache 46, it is obtained from the cache 46. In addition, the high-precision map information 15 obtained from the server device 4 is temporarily stored in the cache 46.

[0080] Then, in S3, the CPU 51 executes a static travel trajectory generation process ( Figure 6 ). Among them, the static driving trajectory generation processing is a processing of generating a driving trajectory, i.e., a static driving trajectory, for the recommended vehicle to travel on the roads included in the planned driving path based on the vehicle's planned driving path and the high-precision map information 15 obtained in the above S2. In particular, the CPU 51 determines the driving trajectory for the recommended vehicle to travel as a static driving trajectory in units of lanes included in the planned driving path. In addition, as described later, the static driving trajectory is generated based on the section from the current position of the vehicle to the direction of travel for a specified distance (for example, 3 km) forward. In addition, although the specified distance can be appropriately changed, the static driving trajectory is generated based on an area at least outside the range (detection range) in which the road conditions around the vehicle can be detected by the external camera 39 or other sensors. For example, a static driving trajectory can also be generated based on the entire path of the planned driving path to the destination.

[0081] Next, in S4, the CPU 51 executes a speed plan generation process ( Fig.12 ). The speed plan generation process is a process of generating a speed plan for the vehicle when traveling on the static driving track generated in the above S3 based on the high-precision map information 15 acquired in the above S2.

[0082] Next, in S5, the CPU 51 processes the captured image captured by the vehicle exterior camera 39, and determines whether there are factors that affect the driving of the vehicle, especially around the vehicle, as the surrounding road conditions. Among them, the "factors that affect the driving of the vehicle" that become the determination object in the above S5 are set as dynamic factors that change in real time, and static factors such as road structures are excluded. For example, other vehicles that are driving or parked in front of the vehicle's direction of travel, pedestrians located in front of the vehicle's direction of travel, and construction sections located in front of the vehicle's direction of travel. On the other hand, intersections, curves, crossings, merging sections, lane reduction sections, etc. are excluded. In addition, even if there are other vehicles, pedestrians, and construction sections, if it is impossible to overlap with the future driving track of the vehicle (for example, when it is located far away from the future driving track of the vehicle), it is also excluded from the "factors that affect the driving of the vehicle". In addition, as a mechanism for detecting factors that may affect the driving of the vehicle, sensors such as millimeter wave radars and laser sensors, vehicle-to-vehicle communication, and road-to-vehicle communication can also be used instead of cameras.

[0083] Then, if it is determined that there are factors that affect the driving of the vehicle around the vehicle ("Yes" in S5), the process proceeds to S6. On the other hand, if it is determined that there are no factors that affect the driving of the vehicle around the vehicle ("No" in S5), the process proceeds to S9.

[0084] In S6, the CPU 51 executes a dynamic driving trajectory generation process ( Fig.14 ). Among them, the dynamic driving trajectory generation processing generates a new trajectory as a dynamic driving trajectory for avoiding or following the "factors affecting the driving of the vehicle" detected in the above S5 from the current position of the vehicle and returning to the static driving trajectory. In addition, as described later, the dynamic driving trajectory is generated with the interval containing the "factors affecting the driving of the vehicle" as the object. In addition, the length of the interval varies depending on the content of the factor. For example, in the case where the "factors affecting the driving of the vehicle" are other vehicles (front vehicles) traveling in front of the vehicle, as an example, a trajectory is generated as a dynamic driving trajectory in which a lane change is made to the right to overtake the front vehicle, and then a lane change is made to the left to return to the original lane. In addition, since the dynamic driving trajectory is generated based on the road conditions around the vehicle acquired by the external camera 39 or other sensors, the area as the object of generating the dynamic driving trajectory is at least within the range (detection range) in which the road conditions around the vehicle can be detected by the external camera 39 or other sensors. Moreover, in this embodiment, since the distance from the vehicle to objects (other vehicles, etc.) existing around the vehicle is obtained as one of the road conditions around the vehicle, the area used as an object for generating a dynamic driving trajectory is a range in which the distance from the vehicle to objects existing around the vehicle can be obtained.

[0085] Next, in S7, the CPU 51 executes a travel trajectory reflection process ( Fig.19 ). Among them, the driving trajectory reflection processing is a processing of reflecting the dynamic driving trajectory newly generated in the above S6 on the static driving trajectory generated in the above S3. Specifically, for the end of the interval from the current position of the vehicle to the end of the interval containing the "factors affecting the driving of this vehicle", each cost of the static driving trajectory and at least one dynamic driving trajectory is calculated respectively, and the driving trajectory with the least cost is selected. As a result, part of the static driving trajectory is replaced with the dynamic driving trajectory as needed. In addition, depending on the situation, the dynamic driving trajectory is sometimes not replaced, that is, even if the dynamic driving trajectory is reflected, the static driving trajectory generated in the above S3 may not change. Moreover, in the case where the dynamic driving trajectory and the static driving trajectory are the same trajectory, even if the replacement is performed, the static driving trajectory generated in the above S3 may not change.

[0086] Next, in S8, the CPU 51 executes a speed plan correction process ( Fig. 20 ). The speed plan correction process is a process of correcting the speed plan of the vehicle generated in S4 based on the content of the reflected dynamic driving trajectory after the static driving trajectory is reflected in S7. In addition, if the result of reflecting the dynamic driving trajectory does not change the static driving trajectory generated in S3, the process of S8 can be omitted.

[0087] Next, in S9, the CPU 51 calculates the control amount for causing the vehicle to travel on the static driving track generated in S3 (the track reflected in S7 when the dynamic driving track is reflected) at a speed according to the speed plan generated in S4 (the revised plan in S8). Specifically, the control amounts of the accelerator, brake, gear position, and steering wheel are calculated respectively. In addition, the processing of S9 and S10 may also be performed by the vehicle control ECU 40 that controls the vehicle, instead of the navigation device 1.

[0088] Then, in S10, the CPU 51 reflects the control amount calculated in S9. Specifically, the calculated control amount is sent to the vehicle control ECU 40 via the CAN. The vehicle control ECU 40 performs various vehicle controls of the accelerator, brake, gear and steering wheel based on the received control amount. As a result, it is possible to perform driving support control for driving on the static driving track generated in the above S3 (the reflected track in the case where the dynamic driving track is reflected in the above S7) at a speed according to the speed plan generated in the above S4 (the revised plan in the case where the speed plan is revised in the above S8).

[0089] Next, in S11, the CPU 51 determines whether the vehicle has traveled a certain distance after generating the static travel trajectory in S3. For example, the certain distance is 1 km.

[0090] Furthermore, if it is determined in S3 that the vehicle has traveled a constant distance after generating the static driving trajectory ("Yes" in S11), the process returns to S1. Then, the static driving trajectory is generated again (S1 to S4) with the section of the vehicle traveling forward for a predetermined distance (e.g., 3 km) from the current position of the vehicle along the traveling direction as the object. In addition, in the present embodiment, when the vehicle travels a constant distance (e.g., 1 km) each time, the static driving trajectory is repeatedly generated with the section of the vehicle traveling forward for a predetermined distance (e.g., 3 km) from the current position of the vehicle along the traveling direction as the object, but when the distance to the destination is short, the static driving trajectory to the destination may be generated once at the start of the travel.

[0091] On the other hand, if it is determined in S3 that the vehicle has not traveled a certain distance after generating the static driving trajectory ("No" in S11), it is determined whether to terminate the supported driving based on the automatic driving support (S12). As a case where the supported driving based on the automatic driving support is terminated, in addition to the case of reaching the destination, there is also a case where the user operates the operation panel provided in the vehicle, or intentionally cancels (overrides) the driving based on the automatic driving support by operating the steering wheel, operating the brake, etc.

[0092] If it is determined that the assisted driving based on the automatic driving support is to be terminated ("Yes" in S12), the automatic driving support program is terminated. On the other hand, if it is determined that the assisted driving based on the automatic driving support is to be continued ("No" in S12), the process returns to S5.

[0093] Next, based on Figure 6 The sub-process of the static travel trajectory generation process executed in the above-mentioned S3 will be described. Figure 6 This is a flowchart of a sub-processing program of a static travel trajectory generation process.

[0094] First, in S21, the CPU 51 obtains the current position of the vehicle detected by the current position detection unit 31. In addition, the current position of the vehicle is preferably determined in detail using, for example, high-precision GPS information or high-precision positioning technology. Among them, high-precision positioning technology refers to a technology that can detect the driving lane and the high-precision vehicle position by using image recognition to detect white lines and road surface spraying information captured by a camera installed on the vehicle, and then matching the detected white lines and road surface spraying information with, for example, high-precision map information 15. Moreover, when the vehicle is traveling on a road consisting of multiple lanes, the lane in which the vehicle is traveling is also determined.

[0095] Next, in S22, the CPU 51 generates a static driving track section in front of the vehicle's traveling direction (e.g., a section within 3 km from the current position of the vehicle along the planned driving path) based on the high-precision map information 15 obtained in the above S2, and obtains lane shape, lane line information, intersection shape, etc. In addition, the lane shape and lane line information obtained in the above S22 include the number of lanes, how to increase / decrease at which position when there is an increase / decrease in the number of lanes, which lane corresponds to which traveling direction at the next branch point when there are multiple lanes, and information on determining the guide line (guide white line) in the intersection, etc.

[0096] Next, in S23, the CPU 51 constructs a lane network based on the lane shape and lane line information acquired in S22 to generate a static driving track ahead of the vehicle's traveling direction. The lane network is a network indicating the lanes that the vehicle can select to move.

[0097] As an example of constructing a lane network in the above S23, for example, a vehicle Figure 7 The following description will take the case where the vehicle travels along the planned travel route shown as an example. Figure 7 The planned driving route shown is a route that goes straight from the current position of the vehicle, turns right at the next intersection 71, turns right at the next intersection 72, and turns left at the next intersection 73. Figure 7 In the planned driving route shown, for example, when turning right at intersection 71, the vehicle can enter the right lane or the left lane. However, since the vehicle needs to turn right at the next intersection 72, it is necessary to move to the rightmost lane when entering intersection 72. In addition, when turning right at intersection 72, the vehicle can enter the right lane or the left lane. However, since the vehicle needs to turn left at the next intersection 73, it is necessary to move to the leftmost lane when entering intersection 73. Figure 8 2 shows a lane network constructed with such a lane movement-enabled section as the target.

[0098] like Figure 8 As shown, the lane network divides the interval of the static driving track in front of the vehicle's travel direction into multiple sections (groups). Specifically, the lane network is divided based on the intersection entry position, intersection exit position, and lane increase / reduction position as boundaries. Then, nodes (hereinafter referred to as lane nodes) 75 are set for each lane located at the boundary of each divided section. In addition, a road section (hereinafter referred to as a road section) 76 connecting the lane nodes 75 is set.

[0099] Then, in S24, the CPU 51 refers to the lane network constructed in the above S23, and searches for a route with the least total lane cost in a route that is continuously connected from the start point to the end point of the section where the static driving track is generated. For example, the search is performed using the well-known Dijkstra method. Among them, a lane cost is given to each lane segment 76, and the length of the lane segment 76 is used as a reference value. In addition, the lane segments 76 in the same section (group) are regarded as having the same length. In addition, the length of the lane segment 76 in the intersection is set to 0 or a fixed value.

[0100] The lane cost is obtained by multiplying the lane change coefficient α corresponding to the number of required lane changes by the reference value. Fig. 9As shown, the lane change coefficient becomes larger for a lane section 76 that requires more lane changes. For example, since the lane section 76 that moves from lane 81 to lane 82 requires one lane change, the reference value is multiplied by 1.2 as the lane change coefficient α. In addition, since the lane section 76 that moves from lane 81 to lane 83 requires two consecutive lane changes, the reference value is multiplied by a larger value of 1.5 as the lane change coefficient α. On the other hand, since the lane section 76 that maintains lane 81 does not require a lane change, the lane change coefficient α is not multiplied. As a result, the lane section that requires more lane changes has a higher lane cost and is more difficult to be selected as a route. In addition, the more consecutive lane changes are made on the lane section, the higher the lane cost is and the more difficult it is to be selected as a route.

[0101] Then, the route with the smallest total lane cost selected in the above S24 is determined as the route for lane movement recommended when the vehicle travels on the scheduled travel route.

[0102] Next, in S25, the CPU 51 calculates a recommended driving trajectory for the section (group) where lane changes are performed, based on the lane movement route selected in S24, when the vehicle moves on the lane. In addition, if the lane movement route selected in S24 is a route where lane changes are not performed once, the processing of S25 may be omitted.

[0103] When the recommended driving track for lane change is calculated in S25, the position for lane change is first determined. For example, the position for lane change is determined as the position where the total cost value calculated based on the following conditions (A) to (C) is the smallest. In addition, for a section (group) where multiple lane changes are performed, the positions for multiple lane changes are determined.

[0104] (A) The longer the driving distance in the passing lane, the greater the cost.

[0105] (B) When multiple lane changes are made, the shorter the interval between lane changes, the higher the cost.

[0106] (C) If the lane change is made within a predetermined distance (e.g., 700 m on a general road or 2 km on a highway) before the intersection, the cost will increase.

[0107] For example, in Fig.10 In the example, a case where a lane change position is determined with a section (group) of a lane movement route in which two lane changes are made from the leftmost lane as the object is described. Fig.10In the example shown, the following three modes are considered as candidates as positions for lane changes: in the first mode, the vehicle continues to travel in the current driving lane as much as possible and changes lanes twice near an intersection; in the second mode, two lane changes are made at approximately equal intervals until reaching the intersection; and in the third mode, lane changes are made at the earliest possible opportunity. Among them, since the first mode continuously changes lanes at short intervals and changes lanes near an intersection, the calculated cost is higher. In addition, since the third mode has a longer driving distance in the overtaking lane on the right, the calculated cost is also higher. In contrast, since the second mode does not change lanes at short intervals or near an intersection, and the driving distance in the overtaking lane on the right is also relatively short, the calculated cost is lower than that of the other modes. Therefore, in Fig.10 In the example shown, the second mode is selected as the position for making a lane change.

[0108] Then, when the position for lane change is determined by the above processing, CPU51 calculates the specific driving trajectory afterwards. For example, the lateral acceleration (lateral G) generated when the vehicle changes lanes is calculated based on the vehicle speed (as the speed limit of the road) and the lane width, and the lateral G does not cause obstacles to automatic driving support and does not cause discomfort to the occupants of the vehicle. Under the condition that the lateral G does not exceed the upper limit value (for example, 0.2G) as well as does not cause discomfort to the occupants of the vehicle, a clothoid curve is used to calculate a trajectory that is as smooth as possible and that shortens the distance required for lane change as much as possible. In addition, the clothoid curve is a curve drawn by the trajectory of the vehicle when the vehicle is traveling at a constant speed and the steering wheel is turned at a constant angular velocity.

[0109] Next, in S26, the CPU 51 calculates a recommended driving trajectory for the section (group) in the intersection, especially, according to the lane movement route selected in S24, when the vehicle moves in the lane. In addition, if the lane movement route selected in S24 is a route that does not pass through an intersection once, the processing of S26 may be omitted.

[0110] For example, in Fig.11In the example, a section (group) in an intersection with a route set to move from the rightmost lane into the intersection and then to the leftmost lane leaving the intersection is used as an object to calculate the driving track. First, CPU51 marks the position where the vehicle should pass in the intersection. Specifically, the entry lane to the intersection, the entry position to the intersection, the guide line in the intersection (only the guide line), the exit position from the intersection, and the exit lane from the intersection are marked respectively. Then, the curve of each mark after all the marks are passed is calculated as the driving track. In more detail, after connecting each mark with a spline curve, the clothoid curve of the approximately connected curve is calculated as the driving track. In addition, the clothoid curve is a curve drawn by the trajectory of the vehicle when the vehicle is at a constant driving speed and the steering wheel is turned at a constant angular velocity.

[0111] Then, in S27, the CPU 51 generates a static driving trajectory which is a driving trajectory for the recommended vehicle to travel on the road included in the planned driving path by connecting the driving trajectories calculated in the above S25 and S26. In addition, for a section that is neither a section for lane change nor a section within an intersection, a trajectory passing through the center of the lane is used as a driving trajectory for the recommended vehicle to travel. The generated static driving trajectory is a driving trajectory for the recommended vehicle to travel determined in units of lanes included in the planned driving path.

[0112] In addition, as described above, since the section for generating the static driving trajectory ahead of the vehicle's direction of travel is set to an extremely long section (for example, a section within 3 km from the vehicle's current position along the planned driving route or the entire section to the destination), when the vehicle is traveling along the planned driving route, the location where the vehicle's route is changed, i.e., the section within the route change location, at least from the vehicle's current position to the second route change location, is assumed to be the object of generating the static driving trajectory. In particular, when traveling in an urban area, the section starting from the vehicle's current position and including a plurality of route change locations is assumed to be the object of generating the static driving trajectory. Among them, the "route change location" is an intersection where the vehicle turns left or right or a location where the vehicle changes lanes. For example, even at an intersection, an intersection where the vehicle is traveling straight is excluded. Similarly, even at a location where the vehicle turns on a curved road, the situation where the vehicle is traveling along the road is excluded. For example, at Figure 7In the example shown, intersection 71 where the vehicle turns right is the first route change point from the vehicle's current position, and similarly, the point where the vehicle changes lanes when the vehicle turns right at intersection 72 is the second route change point from the current position, and intersection 72 is the third route change point from the vehicle's current position.

[0113] Then, the static driving trajectory generated in the above-mentioned S27 is stored in the flash memory 54 or the like as support information for supporting automatic driving.

[0114] Next, based on Fig.12 The sub-process of the speed plan generation process executed in the above-mentioned S4 will be described. Fig.12 This is a flowchart of a sub-processing program of the speed plan generation process.

[0115] First, in S31, the CPU 51 uses the map information to obtain the speed limit information of each road included in the vehicle's scheduled travel route. In addition, for roads where the speed limit information cannot be obtained, the speed limit is determined based on the road type. For example, the speed limit for general roads is 60 km / h, and the speed limit for highways is 100 km / h. In addition, the speed limit information can be obtained from high-precision map information or from ordinary map information used for route search.

[0116] Next, in S32, the CPU 51 determines a location on the scheduled travel path where the speed of the vehicle changes, i.e., a speed change location. The speed change location may be, for example, an intersection, a curve, a road crossing, a crosswalk, etc. If there are multiple speed change locations on the scheduled travel path, the multiple speed change locations are determined.

[0117] Next, in S33, the CPU 51 sets a recommended speed for passing through the speed change location for each speed change location determined in the above S32. For example, at an intersection with a road crossing or a temporary stop line, the recommended speed is to first stop (0 km / h) and then pass through at a slow speed (e.g., 10 km / h). In addition, at an intersection with a curve or a left or right turn object, the lateral acceleration (lateral G) generated by the vehicle is set to a speed that does not exceed an upper limit value (e.g., 0.2G) and does not hinder automatic driving support or cause discomfort to the occupants of the vehicle. For example, it is calculated based on the curvature of the curve, the shape of the intersection, etc.

[0118] Next, in S34, the CPU 51 sets the speed limit set on the road in the section that does not match the speed change location determined in S32 (the section between the speed change locations) as the recommended speed for vehicles traveling in the section based on the speed limit information obtained in S31. However, for narrow roads, roads with poor visibility, roads with heavy traffic, roads with a high accident rate, etc., a speed lower than the speed limit may be set as the recommended speed.

[0119] Then, in S35, the CPU 51 combines the recommended speed at the speed change location set in S33 and the recommended speed outside the speed change location set in S34, and generates data indicating the transition of the recommended speed in the traveling direction of the vehicle as the speed plan of the vehicle. In addition, when generating the speed plan, the speed plan is appropriately corrected in such a manner that the speed change between the speed change locations satisfies a prescribed condition, more specifically, in such a manner that the acceleration and deceleration of the vehicle traveling along the static travel track are respectively below a threshold value.

[0120] in, Fig.13 : is a diagram showing an example of the speed plan of the vehicle generated in the above S35. Fig.13 As shown, in the speed plan, the recommended speed other than the speed change location is basically the speed limit set on the road. On the other hand, for the speed change location such as a curve or an intersection, a speed lower than the speed limit is set as the recommended speed. Furthermore, the recommended speed is corrected in such a manner as to satisfy the condition that the acceleration and deceleration of the vehicle traveling along the static driving track are respectively below the threshold value. However, the recommended speed is basically corrected only in the downward direction, and the recommended speed is corrected as little as possible within the range that satisfies the conditions. In addition, the thresholds for acceleration and deceleration are upper limits of acceleration and deceleration that do not hinder the driving of the vehicle or the automatic driving support, and do not cause discomfort to the occupants of the vehicle. The threshold for acceleration and the threshold for deceleration can also be set to different values. As a result, if Fig.13 As shown, the recommended speed is modified to generate a speed plan.

[0121] The speed plan generated in S35 is stored as support information for automatic driving support in the flash memory 54, etc. In addition, a plan showing acceleration of the vehicle required to achieve the speed plan generated in S35 may be generated as support information for automatic driving support.

[0122] Next, based on Fig.14 The sub-process of the dynamic travel trajectory generation process executed in the above-mentioned S6 will be described. Fig.14 This is a flowchart of a sub-processing program of a dynamic driving trajectory generation process.

[0123] First, in S41, the CPU 51 obtains the current position of the vehicle detected by the current position detection unit 31. In addition, it is preferred to use, for example, high-precision GPS information and high-precision positioning technology to determine the current position of the vehicle in detail. Among them, high-precision positioning technology refers to a technology that can detect the driving lane and the high-precision vehicle position by using image recognition to detect white lines and road surface spraying information captured by a camera installed on the vehicle, and then matching the detected white lines and road surface spraying information with, for example, high-precision map information 15. Moreover, when the vehicle is traveling on a road consisting of multiple lanes, the lane in which the vehicle is traveling is also determined.

[0124] Next, in S42 , the CPU 51 acquires the static travel trajectory generated in S3 (ie, the planned future travel trajectory of the host vehicle) and the speed plan generated in S4 (ie, the planned future speed of the host vehicle).

[0125] Next, in S43, the CPU 51 acquires lane shape, lane line information, etc. based on the high-precision map information 15 acquired in S2, with the surroundings of the "factors affecting the driving of the vehicle (hereinafter referred to as affecting factors)" detected in S5 in front of the vehicle's traveling direction as the object. In addition, the lane shape and lane line information acquired in S43 include the number of lanes, and information on how to increase / decrease the number of lanes at which position, etc.

[0126] Next, in S44, the CPU 51 obtains the position of the influencing factor at the current moment (the distance from the vehicle to the influencing factor) and the movement status (moving direction, moving speed) of the influencing factor when it is moving, with respect to the influencing factor detected in S5. In addition, the position and movement status of the influencing factor can be obtained, for example, by performing image processing on a captured image obtained by capturing a predetermined detection range around the vehicle by the vehicle exterior camera 39.

[0127] Then, in S45, CPU51 first predicts the future movement trajectory of the influencing factor based on the current position and movement status of the influencing factor obtained in the above S44. In addition, when the influencing factor is another vehicle, the lighting status of the turn signal or brake light of the other vehicle can also be considered for prediction. Moreover, if the future driving trajectory or speed plan of other vehicles can be obtained through vehicle-to-vehicle communication, these can also be considered for prediction. Then, based on the predicted future movement trajectory of the influencing factor and the static driving trajectory and speed plan of the vehicle obtained in the above S42, it is more accurately determined whether the influencing factor affects the driving of the vehicle. Specifically, when it is predicted that the vehicle and the influencing factor are located in the same lane at the current moment or in the future and the distance between them is close to within the appropriate vehicle-to-vehicle distance D, it is determined that the influencing factor has an impact on the driving of the vehicle. In addition, the appropriate vehicle-to-vehicle distance D is calculated, for example, by the following formula (1).

[0128] D = vehicle speed x 2 sec + braking distance of vehicle - braking distance of influencing factor (however, limited to the case where the influencing factor is a moving body)... (1)

[0129] Then, if it is determined that the influencing factor has an influence on the driving of the vehicle ("Yes" in S45), the process proceeds to S46. On the other hand, if it is determined that the influencing factor does not affect the driving of the vehicle ("No" in S45), the process proceeds to S9 (omitting S7 and S8) without generating a dynamic driving trajectory.

[0130] In S46, CPU51 determines whether it is possible to generate a new track for the vehicle to avoid the influencing factor and return to the static driving track (i.e., overtake). Specifically, when the influencing factor and the vehicle are in the same lane at the current moment, if a track that maintains an appropriate vehicle distance D or more from the influencing factor is drawn in the track until the vehicle changes lanes to the right and overtakes the influencing factor within the range of the speed limit and changes lanes to the left and returns to the original lane, it is determined that a new track can be generated for the vehicle to avoid the influencing factor and return to the static driving track. In addition, when the influencing factor and the vehicle are in different lanes at the current moment and then move to the same lane, if a track that maintains an appropriate vehicle distance D or more from the influencing factor is drawn in the track until the vehicle changes lanes to the same lane as the influencing factor after overtaking the influencing factor within the range of the speed limit, it is determined that a new track can be generated for the vehicle to avoid the influencing factor and return to the static driving track. The determination process in S46 is performed based on the lane shape and lane line information in the forward direction of the vehicle acquired in S43, the current position of the vehicle, the future movement trajectory of the influencing factor, and the speed limit of the road.

[0131] Then, if it is determined that a new track can be generated for the host vehicle to avoid the influencing factor and return to the static driving track (i.e., overtaking) ("Yes" in S46), the process proceeds to S47. On the other hand, if it is determined that a new track cannot be generated for the host vehicle to avoid the influencing factor and return to the static driving track (i.e., overtaking) ("No" in S46), the process proceeds to S48.

[0132] In S47, the CPU 51 calculates a track (hereinafter referred to as an avoidance track) for the host vehicle to avoid the influencing factor and return to the static driving track (i.e., overtaking). Specifically, when the host vehicle and the influencing factor are currently in the same lane, Fig.15 As shown in FIG, the trajectory in which the vehicle changes lanes to the right and overtakes the influencing factor, and then changes lanes to the left and returns to the original lane is equivalent to the avoidance trajectory. On the other hand, if the vehicle and the influencing factor are currently in different lanes and need to move to the same lane, as shown in FIG. Fig.16 As shown, the trajectory in which the host vehicle passes the influencing factor and then changes lanes to move to the same lane as the influencing factor corresponds to the avoidance trajectory.

[0133] in, Fig.15 An example of the avoidance trajectory generated in the above S47 is shown when the host vehicle 85 is traveling in the left lane on a one-way two-lane road and the influencing factor is the front vehicle 86 traveling in the same lane.

[0134] First, in Fig.15 In the example shown, the first track L1 required to start turning the steering wheel to move to the right lane and return the steering wheel position to the straight direction is calculated. In addition, for the first track L1, the lateral acceleration (lateral G) generated when changing lanes is calculated based on the current vehicle speed, and the lateral G does not cause obstacles to automatic driving support and does not cause discomfort to the occupants of the vehicle. The track is calculated using a clothoid curve to make it as smooth as possible and to shorten the distance required for lane changes as much as possible, with the condition that the lateral G does not exceed an upper limit value (for example, 0.2G) as long as it does not cause any obstacle to automatic driving support and does not cause any discomfort to the occupants of the vehicle. In addition, this is also a condition for maintaining an appropriate inter-vehicle distance D or more from the vehicle 86 in front.

[0135] Next, a second track L2 is calculated until the vehicle travels at the speed limit in the right lane and exceeds the front vehicle 86 while maintaining an appropriate inter-vehicle distance D or more from the front vehicle 86. The second track L2 is a substantially straight track, and the length of the track is calculated based on the speed of the front vehicle 86 and the speed limit of the road.

[0136] Next, the third track L3 required to start turning the steering wheel and return to the left lane and return the steering wheel position to the straight direction is calculated. In addition, the third track L3 calculates the lateral acceleration (lateral G) generated when changing lanes based on the current vehicle speed, and uses a clothoid curve to calculate a track that is as smooth as possible and shortens the distance required for lane changes as much as possible, with the lateral G not exceeding an upper limit (e.g., 0.2G) that will not hinder the automatic driving support and will not cause discomfort to the vehicle occupants. In addition, this is also a condition for maintaining an appropriate inter-vehicle distance D or more from the vehicle 86 in front.

[0137] in addition, Fig.16 An example of the avoidance trajectory generated in the above S47 is shown when the host vehicle 85 is traveling in the right lane on a one-way two-lane road and needs to move to the left lane, and the influencing factor is the front vehicle 86 traveling in the left lane.

[0138] First, in Fig.16 In the example shown, the first track L4 is calculated until the vehicle 86 is exceeded by the appropriate inter-vehicle distance D between the vehicle 86 and the front vehicle while traveling in the right lane at the speed limit as the upper limit. The first track L4 is basically a straight track, and the length of the track is calculated based on the speed of the front vehicle 86 and the speed limit of the road.

[0139] Next, the second track L5 required to start turning the steering wheel to move to the left lane and return the steering wheel position to the straight direction is calculated. In addition, the second track L5 calculates the lateral acceleration (lateral G) generated when changing lanes based on the current vehicle speed of the vehicle, and uses a clothoid curve to calculate a track that is as smooth as possible and shortens the distance required for lane changes as much as possible, with the lateral G not exceeding an upper limit (e.g., 0.2G) that will not hinder the automatic driving support and will not cause discomfort to the vehicle occupants. In addition, this is also a condition for maintaining an appropriate inter-vehicle distance D or more from the vehicle in front.

[0140] In addition, in the above S47, the recommended speed of the vehicle when traveling on the above avoidance track is also calculated. The recommended speed of the vehicle is set as the upper limit, and the lateral acceleration (lateral G) generated by the vehicle when changing lanes does not hinder the automatic driving support and does not cause discomfort to the occupants of the vehicle. The speed does not exceed the upper limit value (for example, 0.2G). For example, the calculation is based on the curvature of the avoidance track, the speed limit, etc.

[0141] Then, in S48, the CPU 51 calculates a track (hereinafter referred to as a following track) for the vehicle to follow the influencing factor (or to run parallel to the influencing factor). Specifically, if the vehicle and the influencing factor are in the same lane at the current moment, Fig.17 As shown, the vehicle 85 continues to travel in the current lane without changing lanes, and the track following the influencing factor (e.g., the vehicle ahead 86) is equivalent to the following track. In addition, the following track is basically the same track as the static driving track. However, since the vehicle distance with the influencing factor needs to be properly maintained, the speed plan is modified as described later (S8). On the other hand, in the case where the vehicle and the influencing factor are in different lanes at the current moment and need to move to the same lane, as shown in FIG. Fig.18 As shown, the vehicle 85 continues to travel in the current lane without changing lanes, and the track parallel to the influencing factor (such as the front vehicle 86) is equivalent to the following track. In addition, in this case, the following track becomes a track different from the static driving track.

[0142] In addition, in the above S48, the recommended speed of the vehicle when traveling on the above following track is also calculated. Regarding the following speed of the vehicle, the speed at which the vehicle distance from the influencing factor ahead is maintained at an appropriate vehicle distance D is set as the recommended speed, with the speed limit as the upper limit. In addition, the appropriate vehicle distance D is calculated based on the above formula (1). However, if Fig.18As shown, when the vehicle and the influencing factor are in different lanes, it is not necessary to maintain the inter-vehicle distance D above. However, considering that the vehicle will need to change lanes to the same lane as the influencing factor later, it is preferred to maintain the inter-vehicle distance D above.

[0143] Then, in S49, the CPU 51 generates the avoidance trajectory calculated in S47 (only when the avoidance trajectory is calculated) and the following trajectory calculated in S48 as a driving trajectory, i.e., a dynamic driving trajectory, which is recommended for the vehicle to travel on the roads included in the planned driving path based on consideration of the surrounding road conditions.

[0144] Then, the dynamic driving trajectory generated in the above-mentioned S49 is stored in the flash memory 54 or the like as support information for supporting automatic driving.

[0145] Next, based on Fig.19 The sub-process of the travel trajectory reflection process executed in the above-mentioned S7 will be described. Fig.19 This is a flowchart of a sub-processing program of the driving trajectory reflection processing.

[0146] First, in S51 , the CPU 51 reads the static travel trajectory generated in S3 and the dynamic travel trajectory generated in S6 from a storage medium such as the flash memory 54 .

[0147] Next, in S52, the CPU 51 calculates the path cost of each driving track, which indicates the suitability of each driving track as a driving track of the vehicle, for each driving track read in S51. The path cost is calculated by taking into account at least one of (a) driving time (average vehicle speed), (b) number of lane changes, (c) position where lane changes are made, and (d) driving lane. Specifically, the calculation is performed based on the following conditions.

[0148] (a) Regarding "travel time (average speed)", the longer the travel time (i.e., the slower the average speed), the higher the path cost is calculated. In addition, the average speed of the static travel trajectory is determined based on the speed plan generated in S4. On the other hand, the dynamic travel trajectory is determined based on the recommended speed calculated in S47 and S48.

[0149] (b) Regarding “Number of Lane Changes”, the path cost calculated is higher for a driving trajectory with more lane changes.

[0150] (c) Regarding "Lane Change Locations", when multiple lane changes are made, the path cost is calculated to be higher for a driving trajectory with shorter lane change intervals. In addition, for a driving trajectory that changes lanes within a specified distance before an intersection (e.g., 700m for general roads and 2km for highways), the path cost is increased.

[0151] (d) Regarding the “driving lane”, the longer the driving distance of the overtaking lane is, the higher the path cost is calculated.

[0152] However, regardless of the above conditions (a) to (d), the cost is set to infinity for the travel trajectory determined to be in contact with the influencing factor detected in the above S5.

[0153] Then, in S53 , the CPU 51 compares the route costs of the respective travel paths calculated in S52 , and selects the travel path having the smallest route cost as the recommended travel path for the vehicle.

[0154] Next, in S54 , the CPU 51 determines whether the avoidance track or the following track is selected as the dynamic travel track in S53 above.

[0155] Then, when it is determined in the above-mentioned S53 that the avoidance track or the following track is selected as the dynamic driving track (YES in S54 ), the process proceeds to S55 .

[0156] In S55, the CPU 51 generates the selected dynamic running track as the target, and replaces the static running track with the dynamic running track. In addition, when the static running track is basically replaced with the dynamic running track, the start and end points of the dynamic running track are connected to the static running track, but the dynamic running track is selected as an exception. Fig.18 In the case of the following track shown, the end point of the dynamic running track may not be connected to the static running track. In this case, the static running track can be generated again starting from the end point of the dynamic running track, or the dynamic running track can be generated repeatedly at a certain interval until it is connected to the static running track.

[0157] Then, based on the static driving trajectory that has been partially replaced with the dynamic driving trajectory, support driving based on automatic driving support is performed (S9, 10)

[0158] On the other hand, when it is determined in S53 that the static driving trajectory is selected (No in S54 ), the process proceeds to S8 without performing a switch to the dynamic driving trajectory.

[0159] Next, based on Fig. 20The sub-process of the speed plan correction process executed in the above-mentioned S8 will be described. Fig. 20 This is a flowchart of a sub-processing program of the speed plan correction processing.

[0160] First, in S61, the CPU 51 determines whether the driving trajectory reflection processing ( Fig.19 ) is replaced by a part of the static driving track in the dynamic driving track, especially the avoidance track. In addition, the avoidance track is one of the dynamic driving tracks, such as Fig.15 , Fig.16 As shown, the avoidance trajectory is a trajectory used for the vehicle to avoid influencing factors and return to (ie, overtake) the static driving trajectory.

[0161] Then, if it is determined in the driving trajectory reflection process of S7 that a part of the static driving trajectory has been replaced with the avoidance trajectory ("Yes" in S61), the process proceeds to S62. On the other hand, if it is determined in the driving trajectory reflection process of S7 that a part of the static driving trajectory has not been replaced with the avoidance trajectory ("No" in S61), the process proceeds to S63.

[0162] In S62, the CPU 51 generates the speed plan (see Fig.13 ) is taken as a target, and the speed plan is corrected to the recommended speed of the host vehicle when traveling on the avoidance track calculated in the above S47.

[0163] Next, in S63, the CPU 51 determines whether the driving trajectory reflection processing ( Fig.19 ) is replaced by a part of the static driving track in the dynamic driving track, especially the following track. In addition, the following track is one of the dynamic driving tracks, such as Fig.17 , Fig.18 As shown, the following trajectory is a trajectory for following the influencing factor (or traveling in parallel with the influencing factor) when the host vehicle does not change lanes.

[0164] Then, if it is determined in the driving trajectory reflection process of S7 that a part of the static driving trajectory has been replaced by the following trajectory ("Yes" in S63), the process proceeds to S64. On the other hand, if it is determined in the driving trajectory reflection process of S7 that a part of the static driving trajectory has not been replaced by the following trajectory ("No" in S63), the speed plan correction process is terminated and the process proceeds to S9.

[0165] In S64, the CPU 51 generates the speed plan (see Fig.13) is taken as the section replaced with the following track, and the speed plan is corrected to the recommended speed of the vehicle when traveling on the following track calculated in the above S48.

[0166] In addition, if it is determined in the above-mentioned S7 that the dynamic driving trajectory is not to be replaced ("No" in S54), the speed plan does not need to be corrected. However, if it is impossible to maintain an appropriate inter-vehicle distance D between the influencing factors under the current speed plan, the speed plan may be corrected.

[0167] As described in detail above, in the navigation device 1 of the present embodiment and the computer program executed in the navigation device 1, a planned driving path (S1) of the vehicle is obtained, and a static driving trajectory (S3) which is a driving trajectory recommended for the vehicle to travel on the road included in the planned driving path is generated using high-precision map information 15 containing at least information related to lane lines. Since the driving support (S9, S10) of the vehicle is performed based on the static driving trajectory, when the vehicle is driving based on the driving support, a driving trajectory of the vehicle that takes into account the lane lines and lane shapes of the road can be generated. In particular, when driving on a one-way multi-lane trunk road or when driving on a special road with lane addition / reduction, a more appropriate driving trajectory of the vehicle can be generated compared to the previous situation. Moreover, by performing driving support based on the generated driving trajectory, driving support can be appropriately implemented.

[0168] In addition, the present invention is not limited to the above-mentioned embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.

[0169] For example, in the present embodiment, when an influencing factor affecting the travel of the vehicle is detected, an avoidance trajectory and a following trajectory are generated as dynamic travel trajectories, but only one of them may be generated.

[0170] In addition, in the present embodiment, the high-precision map information possessed by the server device 4 includes information related to the lane shape of the road (road shape, curvature, lane width, etc. in units of lanes) and lane lines drawn on the road (lane center line, lane boundary line, lane outer line, guide line, etc.), but may include only information related to the lane lines or only information related to the lane shape of the road. For example, even in the case where only information related to the lane lines is included, information equivalent to information related to the lane shape of the road can be inferred based on the information related to the lane lines. In addition, even in the case where only information related to the lane shape of the road is included, information equivalent to information related to the lane lines can be inferred based on the information related to the lane shape of the road. In addition, "information related to lane lines" can be information that determines the type and configuration of the lane lines themselves that divide the lanes, information that determines whether lane changes can be made between adjacent lanes, and information that directly or indirectly determines the shape of the lanes.

[0171] In addition, in the present embodiment, when an influencing factor affecting the driving of the vehicle is detected, a dynamic driving trajectory is generated, and the path costs of the existing static driving trajectory and the newly generated dynamic driving trajectory are compared (S52, S53). Only when it is determined that the dynamic driving trajectory is recommended, the static driving trajectory is replaced with the dynamic driving trajectory (S55). However, when the dynamic driving trajectory is generated, the static driving trajectory may be replaced with the dynamic driving trajectory.

[0172] In the present embodiment, as a means for reflecting the dynamic travel trajectory on the static travel trajectory, a part of the static travel trajectory is replaced with the dynamic travel trajectory (S55), but the trajectory may be corrected so that the static travel trajectory approaches the dynamic travel trajectory instead of replacing it.

[0173] In addition, in the present embodiment, the case where all operations related to the behavior of the vehicle in the operation of controlling the vehicle by the vehicle control ECU 40, namely, the accelerator operation, the brake operation, and the steering wheel operation, are described as the case of automatic driving support for automatic driving regardless of the user's driving operation. However, at least one of the operations related to the behavior of the vehicle in the operation of controlling the vehicle by the vehicle control ECU 40, namely, the accelerator operation, the brake operation, and the steering wheel operation, may be used as automatic driving support. On the other hand, the case where the manual driving based on the user's driving operation is described as the case where the user performs all operations related to the behavior of the vehicle in the operation of the vehicle, namely, the accelerator operation, the brake operation, and the steering wheel operation.

[0174] In addition, the driving support of the present invention is not limited to the automatic driving support of the automatic driving of the vehicle. For example, in addition to displaying the static driving track or the dynamic driving track on the navigation screen, driving support can also be provided by using guidance such as sound or images (such as guidance on lane changes, guidance on recommended vehicle speeds, etc.). In addition, the user's driving operation can also be supported by displaying the static driving track or the dynamic driving track on the navigation screen.

[0175] In addition, in this embodiment, although the automatic driving support program ( Figure 4 ) is executed by the navigation device 1, but may also be executed by a vehicle-mounted device other than the navigation device 1 or the vehicle control ECU 40. In this case, the vehicle-mounted device or the vehicle control ECU 40 obtains the current position of the vehicle, map information, etc. from the navigation device 1 or the server device 4. Furthermore, the server device 4 may also execute the automatic driving support program ( Figure 4 ) steps part or all. In this case, the server device 4 is equivalent to the driving support device of the present application.

[0176] In addition, the present invention can also be applied to mobile phones, smart phones, tablet terminals, personal computers, etc. (hereinafter referred to as portable terminals, etc.) in addition to navigation devices. In addition, it can also be applied to a system composed of a server and a portable terminal, etc. In this case, the above-mentioned automatic driving support program (refer to Figure 4 ) can also be implemented by any one of the server and the portable terminal. However, when the present invention is applied to a portable terminal, it is necessary to connect the vehicle capable of performing automatic driving support and the portable terminal in a communicative manner (whether by wire or wirelessly).

[0177] Furthermore, although the embodiment in which the driving support device of the present invention is embodied has been described above, the driving support device may also have the following configuration, and in this case, the following effects can be obtained.

[0178] For example, a first structure is as follows.

[0179] The driving support device comprises: a planned driving path acquisition unit (51) for acquiring a planned driving path for a vehicle (5); a static trajectory generation unit (51) for generating a recommended driving trajectory for the vehicle on a road included in the planned driving path, i.e., a static driving trajectory, using map information (15) at least including information related to lane lines; and a driving support unit (51) for providing driving support for the vehicle based on the static driving trajectory.

[0180] According to the driving support device having the above structure, when the vehicle is driving based on driving support, it is possible to generate a driving track of the vehicle taking into account restrictions on the road, etc. based on information related to lane lines of the road. In particular, even if a section where the movement of the vehicle between lanes is restricted or an area where the vehicle is not suitable for driving (such as a guide strip) is set on the road, a more appropriate driving track of the vehicle can be generated compared to the previous situation. Moreover, by performing driving support based on the generated driving track, driving support can be appropriately implemented.

[0181] In addition, the second structure is as follows.

[0182] The driving support device comprises: a planned driving route acquisition unit (51) for acquiring a planned driving route for a vehicle (5); a static trajectory generation unit (51) for generating a recommended driving trajectory for the vehicle on a road included in the planned driving route, i.e., a static driving trajectory, using map information (15) for at least a section from a current position of the vehicle to a second of the route change points (71, 72) at a location where the vehicle's route is changed when the vehicle is traveling along the planned driving route; and a driving support unit (51) for providing driving support for the vehicle based on the static driving trajectory.

[0183] According to the driving support device having the above structure, when the vehicle is traveling based on driving support, even if there is a location in front of the vehicle in the traveling direction where the vehicle's traveling route is changed, a vehicle's traveling track can be generated for a wider section including the location. Furthermore, by performing driving support based on the generated traveling track, driving support can be appropriately implemented.

[0184] In addition, the third structure is as follows.

[0185] The lane change point (71, 72) is an intersection where the vehicle (5) turns left or right or a point where the vehicle changes lanes.

[0186] According to the driving support device having the above structure, when the vehicle is driving based on driving support, even if there is an intersection where the vehicle turns left or right or a place where the vehicle changes lanes ahead of the vehicle in the direction of travel, a driving track of the vehicle can be generated for a wider section including the place. Furthermore, by performing driving support based on the generated driving track, driving support can be appropriately implemented.

[0187] In addition, the fourth structure is as follows.

[0188] The driving support device comprises: a dynamic driving trajectory generating unit (51) for generating a driving trajectory, i.e., a dynamic driving trajectory, which is a driving trajectory recommended for the vehicle to travel on the roads included in the planned driving route, using the map information (15) and the surrounding road conditions acquired by the vehicle (5); and a trajectory reflecting unit (51) for reflecting the dynamic driving trajectory in a part of the static driving trajectory, wherein the driving support unit (51) performs driving support for the vehicle based on the static driving trajectory reflecting the dynamic driving trajectory.

[0189] According to the driving support device having the above-mentioned structure, in particular, when it is recommended that the vehicle's driving trajectory be changed from a static driving trajectory based on surrounding road conditions, a new driving trajectory, i.e., a dynamic driving trajectory, is generated taking into account the surrounding road conditions, and the generated dynamic driving trajectory is reflected in the existing static driving trajectory, thereby making it possible to correct the vehicle's driving trajectory as needed.

[0190] In addition, the fifth structure is as follows.

[0191] The driving support device comprises: a road condition acquisition unit (51) for acquiring road conditions in a specified detection range around a vehicle; a planned driving route acquisition unit (51) for acquiring a planned driving route for the vehicle; a static trajectory generation unit (51) for generating a driving trajectory, i.e., a static driving trajectory, in an area outside the detection range using map information (15) for recommending that the vehicle travel on roads included in the planned driving route; a dynamic driving trajectory generation unit (51) for generating a driving trajectory, i.e., a dynamic driving trajectory, in the detection range using map information and road conditions around the vehicle acquired; and a driving support unit (51) for providing driving support for the vehicle based on a driving trajectory, i.e., a generated driving trajectory, generated using the static driving trajectory and the dynamic driving trajectory.

[0192] According to the driving support device having the above structure, a planned driving route is obtained as a long-distance plan for the vehicle in the future, a driving track recommended for the vehicle to drive is generated based on map information as a medium-distance plan for the vehicle in the future, and a driving track recommended for the vehicle to drive is generated as a short-distance plan for the vehicle in the future based on the road conditions obtained in addition to the map information within the detection range in which the road conditions can be obtained. As a result, an appropriate driving plan can be generated for each distance from the vehicle using the available materials. In particular, by generating driving tracks for narrow areas and wider areas in which the road conditions around the vehicle can be obtained, respectively, an appropriate driving track corresponding to the vehicle's conditions can be selected.

[0193] In addition, the sixth structure is as follows.

[0194] The static trajectory generating means (51) generates the static driving trajectory using map information including at least information related to lane lines.

[0195] According to the driving support device having the above structure, when the vehicle is driving based on driving support, a driving trajectory of the vehicle can be generated based on information related to lane lines of the road, taking into account restrictions on the road. In particular, even if a section where the movement of the vehicle between lanes is restricted or an area where the vehicle is not suitable for driving (such as a guide strip) is set on the road, a more appropriate driving trajectory of the vehicle can be generated compared to the previous situation. Moreover, by performing driving support based on the generated driving trajectory, driving support can be appropriately implemented.

[0196] In addition, the seventh structure is as follows.

[0197] The road condition acquisition unit acquires a distance from a vehicle to an object existing around the vehicle as the road condition.

[0198] According to the driving support device having the above structure, within the detection range in which the distance from the vehicle to an object existing around the vehicle can be obtained as the road condition, a driving trajectory recommended for the vehicle to travel is generated based on the road condition obtained in addition to the map information. As a result, it is possible to generate an appropriate driving trajectory that takes into account the objects existing around the vehicle, especially in a narrow area in which the road condition around the vehicle can be obtained.

[0199] In addition, the eighth structure is as follows.

[0200] The driving support device includes a trajectory reflection mechanism (51) for reflecting the dynamic driving trajectory in a part of the static driving trajectory, and the generated driving trajectory is the static driving trajectory reflecting the dynamic driving trajectory.

[0201] According to the driving support device having the above-mentioned structure, in particular, when it is recommended that the vehicle's driving trajectory be changed from a static driving trajectory based on the surrounding road conditions, a new driving trajectory, i.e., a dynamic driving trajectory, is generated taking the surrounding road conditions into consideration, and the generated dynamic driving trajectory is reflected in the existing static driving trajectory, thereby making it possible to correct the vehicle's driving trajectory as needed.

[0202] In addition, the ninth structure is as follows.

[0203] When the dynamic driving trajectory generating means (51) detects that there are factors affecting the driving of the vehicle around the vehicle (5), the dynamic driving trajectory is generated with the section containing the factors as the object. When the dynamic driving trajectory is generated, the trajectory reflecting means (51) reflects the dynamic driving trajectory in the static driving trajectory with the section in which the dynamic driving trajectory is generated as the object.

[0204] According to the driving support device having the above structure, in particular, when there are factors around the vehicle that affect the driving of the vehicle and it is recommended that the driving trajectory of the vehicle be changed from the static driving trajectory, a new driving trajectory that takes the factors into consideration, namely, a dynamic driving trajectory, is generated, and the generated dynamic driving trajectory is reflected in the existing static driving trajectory, thereby making it possible to correct the driving trajectory of the vehicle as needed.

[0205] In addition, the tenth structure is as follows.

[0206] The dynamic driving trajectory is a driving trajectory generated for a section from the current position of the vehicle (5) avoiding the factor and returning to the static driving trajectory, or a driving trajectory generated for a section following the factor and following the factor.

[0207] According to the driving support device having the above-mentioned structure, in particular, when there are factors around the vehicle that affect the driving of the vehicle and it is recommended that the driving trajectory of the vehicle be changed from the static driving trajectory, a driving trajectory for avoiding the factors or a driving trajectory for following the factors is generated as a dynamic driving trajectory, and by reflecting the generated dynamic driving trajectory in the existing static driving trajectory, the driving trajectory of the vehicle can be corrected as needed.

[0208] In addition, the eleventh structure is as follows.

[0209] The trajectory reflection mechanism (51) reflects the dynamic travel trajectory in the static travel trajectory by replacing a part of the static travel trajectory with the dynamic travel trajectory.

[0210] According to the driving support device having the above structure, in particular, when it is recommended that the vehicle's driving trajectory be changed from a static driving trajectory based on surrounding road conditions, a new driving trajectory, i.e., a dynamic driving trajectory, is generated in consideration of the surrounding road conditions, and the vehicle's driving trajectory can be corrected as needed by replacing the generated dynamic driving trajectory with a part of the existing static driving trajectory.

[0211] In addition, the twelfth structure is as follows.

[0212] The trajectory reflection means (51) determines which of the static driving trajectory and the dynamic driving trajectory to recommend by considering at least one of the driving time, the number of lane changes, the position where the lane change is performed, and the driving lane, and when it is determined that the dynamic driving trajectory is recommended, a part of the static driving trajectory is replaced by the dynamic driving trajectory.

[0213] According to the driving support device having the above-mentioned structure, in particular, when it is recommended that the driving trajectory of the vehicle be changed from a static driving trajectory based on the surrounding road conditions, a new driving trajectory, i.e., a dynamic driving trajectory, is generated taking the surrounding road conditions into consideration, and the generated dynamic driving trajectory is compared with the existing static driving trajectory, thereby enabling a more appropriate driving trajectory to be selected as the driving trajectory for driving support.

[0214] In addition, the thirteenth structure is as follows.

[0215] The trajectory reflection means (51) calculates the cost of the static driving trajectory and the dynamic driving trajectory by considering at least one of the driving time, the number of lane changes, the location where lane changes are made, and the driving lane, and selects the driving trajectory with the least cost among the static driving trajectory and the dynamic driving trajectory as the recommended driving trajectory.

[0216] According to the driving support device having the above configuration, by comparing the generated dynamic driving trajectory and the existing static driving trajectory using the use cost, it is possible to select a more appropriate driving trajectory as the driving trajectory for driving support.

[0217] In addition, the fourteenth structure is as follows.

[0218] The driving support device comprises a speed plan generating unit (51) for generating a speed plan of a vehicle as support information for driving support implemented in the vehicle traveling on the static driving trajectory reflecting the dynamic driving trajectory based on the static driving trajectory, the dynamic driving trajectory and the map information (15).

[0219] According to the driving support device having the above configuration, the vehicle's driving trajectory can be corrected as needed by reflecting the generated dynamic driving trajectory in the existing static driving trajectory, and a recommended vehicle speed on the corrected driving trajectory can also be acquired.

[0220] In addition, the fifteenth structure is as follows.

[0221] The driving support device comprises a location determination unit (51), wherein the location determination unit (51) uses the map information (15) including the speed limit information of the road to determine the speed change location where the speed of the vehicle is changed on the planned driving route, and the speed plan generation unit (51) generates a recommended speed for passing through the speed change location for each speed change location, and generates a speed plan in such a way that the speed change between the speed change locations satisfies a specified condition.

[0222] According to the driving support device having the above configuration, even when the planned travel route includes a speed change point, it is possible to generate a speed plan that passes the speed change point at the recommended speed and does not impose a burden on the vehicle occupant during travel.

[0223] In addition, the sixteenth structure is as follows.

[0224] When the dynamic driving trajectory generating means (51) detects that there is a factor affecting the driving of the vehicle around the vehicle (5), the dynamic driving trajectory generating means (51) generates the dynamic driving trajectory for a section including the factor, and the speed plan generating means (51) generates a speed plan for the section in which the dynamic driving trajectory is generated based on the dynamic driving trajectory and the factor.

[0225] According to the driving support device having the above structure, for example, when generating a driving trajectory for avoiding factors or a driving trajectory for following factors as a dynamic driving trajectory, a speed plan that maintains an appropriate vehicle-to-vehicle distance from the factors and a speed plan that does not impose a burden on the vehicle's occupants during driving can be generated.

[0226] In addition, the seventeenth structure is as follows.

[0227] The driving support mechanism (51) supports automatic driving of the vehicle.

[0228] According to the driving support device having the above structure, when the vehicle is driving based on the automatic driving support, the vehicle's driving trajectory can be generated based on the information related to the lane lines of the road, taking into account the restrictions on the road. In particular, even if a section where the movement of the vehicle between lanes is restricted or an area where the vehicle is not suitable for driving (such as a guide strip) is set on the road, a more appropriate vehicle driving trajectory can be generated compared to the previous situation. In addition, by performing automatic driving support based on the generated driving trajectory, automatic driving support can be appropriately implemented.

[0229] In addition, the eighteenth structure is as follows.

[0230] The static trajectory generating means (51) generates the static travel trajectory for determining a travel trajectory recommended for vehicle travel, using lanes included in the planned travel route as units.

[0231] According to the driving support device having the above structure, a driving trajectory that determines how a vehicle moves and travels on a lane included in a road can be generated. As a result, even when traveling on a road including multiple lanes, a more appropriate vehicle driving trajectory can be generated compared to the conventional case.

[0232] Description of reference numerals:

[0233] 1: Navigation device

[0234] 2: Driving support system

[0235] 3: Information Release Center

[0236] 4: Server device

[0237] 5: Vehicles

[0238] 15: High-precision map information

[0239] 33: Navigation ECU

[0240] 39: External camera

[0241] 40: Vehicle control ECU

[0242] 51: CPU

[0243] 52: RAM

[0244] 53: ROM

[0245] 54: Flash memory

[0246] 61: Travel the planned route

[0247] 75: Lane node

[0248] 76: Lane section

Claims

1. A driving support device, wherein: have: A planned driving path acquisition mechanism is used to acquire a planned driving path for the vehicle; a static trajectory generating means, using map information including at least information related to lane lines, to determine a lane movement pattern recommended when the vehicle is traveling on the scheduled driving path, and, when the vehicle is traveling on a road included in the scheduled driving path according to the recommended lane movement pattern, to select a route with the least total lane cost as a recommended driving trajectory, namely, a static driving trajectory; as well as A driving support mechanism performs driving support for the vehicle based on the static driving trajectory. The static driving trajectory is the following driving trajectory: based on the driving distance of the overtaking lane, the interval between lane changes when multiple lane changes are made, and the specified distance before the intersection, when the vehicle needs to change lanes when traveling according to the recommended lane movement pattern, the position of the mode with the smallest total cost value among multiple modes of lane changes at different positions is determined as the recommended position for executing the lane change, and the recommended trajectory for performing the lane change is determined.

2. A driving support device, wherein: have: A planned driving path acquisition mechanism is used to acquire a planned driving path for the vehicle; a static trajectory generating means, using map information including at least information related to lane lines, to determine a lane movement pattern recommended when the vehicle is traveling on the scheduled driving path, and, when the vehicle is traveling on a road included in the scheduled driving path according to the recommended lane movement pattern, to select a route with the least total lane cost as a recommended driving trajectory, namely, a static driving trajectory; as well as A driving support mechanism performs driving support for the vehicle based on the static driving trajectory. The static trajectory generating means generates the static travel trajectory for at least a section from a current position of the vehicle to a second route change point at a route change point where the vehicle's route is changed when the vehicle travels along the planned travel route, The static driving trajectory is the following driving trajectory: based on the driving distance of the overtaking lane, the interval between lane changes when multiple lane changes are made, and the specified distance before the intersection, when the vehicle needs to change lanes when traveling according to the recommended lane movement pattern, the position of the mode with the smallest total cost value among multiple modes of lane changes at different positions is determined as the recommended position for executing the lane change, and the recommended trajectory for performing the lane change is determined.

3. The driving support device according to claim 2, wherein: The lane change point is an intersection where the vehicle turns left or right or a point where the vehicle changes lanes.

4. The driving support device according to any one of claims 1 to 3, wherein: have: A dynamic driving trajectory generating means generates a driving trajectory, i.e., a dynamic driving trajectory, which is a driving trajectory recommended for the vehicle to travel on the roads included in the planned driving route, using the map information and surrounding road conditions acquired by the vehicle; as well as A track reflection mechanism reflects the dynamic running track in a part of the static running track, The driving support means performs driving support for the vehicle based on the static driving trajectory that reflects the dynamic driving trajectory.

5. The driving support device according to claim 4, wherein: When the dynamic travel trajectory generating means detects that there is a factor affecting the travel of the vehicle around the vehicle, the dynamic travel trajectory is generated with respect to a section including the factor as a target. When the dynamic driving trajectory is generated, the trajectory reflection means reflects the dynamic driving trajectory in the static driving trajectory with respect to the section in which the dynamic driving trajectory is generated as a target.

6. The driving support device according to claim 5, wherein: The dynamic driving trajectory is a driving trajectory generated for a section from the current position of the vehicle avoiding the factor to returning to the static driving trajectory, or is a driving trajectory generated for a section following the factor.

7. The driving support device according to claim 4, wherein: The trajectory reflection mechanism reflects the dynamic travel trajectory in the static travel trajectory by replacing a portion of the static travel trajectory with the dynamic travel trajectory.

8. The driving support device according to claim 7, wherein: The trajectory reflection mechanism determines which of the static driving trajectory and the dynamic driving trajectory to recommend by considering at least one of the driving time, the number of lane changes, the location where the lane change is made, and the driving lane. When it is determined that the dynamic driving trajectory is recommended, a part of the static driving trajectory is replaced with the dynamic driving trajectory.

9. The driving support device according to claim 8, wherein: The trajectory reflection mechanism calculates the costs of the static driving trajectory and the dynamic driving trajectory by considering at least one of the driving time, the number of lane changes, the location where lane changes are made, and the driving lane, and selects the driving trajectory with the least cost among the static driving trajectory and the dynamic driving trajectory as the recommended driving trajectory.

10. The driving support device according to claim 4, wherein: The driving support device includes a speed plan generating unit that generates a speed plan of a vehicle as support information for driving support performed on the vehicle traveling on the static driving trajectory reflecting the dynamic driving trajectory based on the static driving trajectory, the dynamic driving trajectory, and the map information.

11. The driving support device according to claim 10, wherein: The driving support device includes a point identifying unit that uses the map information including road speed limit information to identify a speed change point on the planned travel route where the speed of the vehicle is changed. The speed plan generating means generates a recommended speed for passing through the speed change point for each of the speed change points, and generates a speed plan such that a speed change between the speed change points satisfies a predetermined condition.

12. The driving support device according to claim 11, wherein: When the dynamic travel trajectory generating means detects that there is a factor affecting the travel of the vehicle around the vehicle, the dynamic travel trajectory is generated for a section including the factor. The speed plan generating unit generates a speed plan within a section of the dynamic driving trajectory based on the dynamic driving trajectory and the factors.

13. The driving support device according to any one of claims 1 to 3, wherein: The driving support mechanism performs automatic driving support for the vehicle.

14. The driving support device according to any one of claims 1 to 3, wherein: The static trajectory generating means generates the static travel trajectory for determining a travel trajectory recommended for vehicle travel, in units of lanes included in the planned travel route.

15. A driving support device, wherein: have: A road condition acquisition unit for acquiring road conditions within a prescribed detection range around the vehicle; A planned driving path acquisition mechanism is used to acquire a planned driving path for the vehicle; a static trajectory generating means, using map information including at least information related to lane lines, to determine a lane movement pattern recommended when the vehicle is traveling on the scheduled driving path, and, when the vehicle is traveling on a road included in the scheduled driving path according to the recommended lane movement pattern, to select a route with the least total lane cost as a recommended driving trajectory, namely, a static driving trajectory; A dynamic driving trajectory generating unit generates a driving trajectory, that is, a dynamic driving trajectory, which is a recommended driving trajectory for the vehicle on the road included in the planned driving route, using map information and surrounding road conditions acquired by the vehicle; and a driving support unit that provides driving support for the vehicle based on a driving trajectory generated using the static driving trajectory and the dynamic driving trajectory, that is, a generated driving trajectory; The static driving trajectory is the following driving trajectory: based on the driving distance of the overtaking lane, the interval between lane changes when multiple lane changes are made, and the specified distance before the intersection, when the vehicle needs to change lanes when traveling according to the recommended lane movement pattern, the position of the mode with the smallest total cost value among multiple modes of lane changes at different positions is determined as the recommended position for executing the lane change, and the recommended trajectory for performing the lane change is determined.

16. The driving support device according to claim 15, wherein: The static trajectory generation mechanism generates the static driving trajectory using map information including at least information related to lane lines.

17. The driving support device according to claim 15 or 16, wherein: The road condition acquisition unit acquires a distance from a vehicle to an object existing around the vehicle as the road condition.

18. The driving support device according to claim 15 or 16, wherein: The driving support device includes a trajectory reflection mechanism that reflects the dynamic travel trajectory in a portion of the static travel trajectory. The generated travel trajectory is the static travel trajectory reflecting the dynamic travel trajectory.

19. The driving support device according to claim 18, wherein: When the dynamic travel trajectory generating means detects that there is a factor affecting the travel of the vehicle around the vehicle, the dynamic travel trajectory is generated with respect to a section including the factor as a target. When the dynamic driving trajectory is generated, the trajectory reflection means reflects the dynamic driving trajectory in the static driving trajectory with respect to the section in which the dynamic driving trajectory is generated as a target.

20. The driving support device according to claim 19, wherein: The dynamic driving trajectory is a driving trajectory generated for a section from the current position of the vehicle avoiding the factor to returning to the static driving trajectory, or is a driving trajectory generated for a section following the factor.

21. The driving support device according to claim 18, wherein: The trajectory reflection mechanism reflects the dynamic travel trajectory in the static travel trajectory by replacing a portion of the static travel trajectory with the dynamic travel trajectory.

22. The driving support device according to claim 21, wherein: The trajectory reflection mechanism determines which of the static driving trajectory and the dynamic driving trajectory to recommend by considering at least one of the driving time, the number of lane changes, the location where the lane change is made, and the driving lane. When it is determined that the dynamic driving trajectory is recommended, a part of the static driving trajectory is replaced with the dynamic driving trajectory.

23. The driving support device according to claim 22, wherein: The trajectory reflection mechanism calculates the costs of the static driving trajectory and the dynamic driving trajectory by considering at least one of the driving time, the number of lane changes, the location where lane changes are made, and the driving lane, and selects the driving trajectory with the least cost among the static driving trajectory and the dynamic driving trajectory as the recommended driving trajectory.

24. The driving support device according to claim 18, wherein: The driving support device includes a speed plan generating unit that generates a speed plan of a vehicle as support information for driving support performed on the vehicle traveling on the static driving trajectory reflecting the dynamic driving trajectory based on the static driving trajectory, the dynamic driving trajectory, and the map information.

25. The driving support device according to claim 24, wherein: The driving support device includes a point identifying unit that uses the map information including road speed limit information to identify a speed change point on the planned travel route where the speed of the vehicle is changed. The speed plan generating means generates a recommended speed for passing through the speed change point for each of the speed change points, and generates a speed plan such that a speed change between the speed change points satisfies a predetermined condition.

26. The driving support device according to claim 25, wherein: When the dynamic travel trajectory generating means detects that there is a factor affecting the travel of the vehicle around the vehicle, the dynamic travel trajectory is generated for a section including the factor. The speed plan generating unit generates a speed plan within a section of the dynamic driving trajectory based on the dynamic driving trajectory and the factors.

27. The driving support device according to claim 15 or 16, wherein: The driving support mechanism performs automatic driving support for the vehicle.

28. The driving support device according to claim 15 or 16, wherein: The static trajectory generating means generates the static travel trajectory for determining a travel trajectory recommended for vehicle travel, in units of lanes included in the planned travel route.

29. A storage medium having a computer program stored thereon, the computer program causing a computer to function as: A planned driving path acquisition mechanism is used to acquire a planned driving path for the vehicle; a static trajectory generating means, using map information including at least information related to lane lines, to determine a lane movement pattern recommended when the vehicle is traveling on the scheduled driving path, and, when the vehicle is traveling on a road included in the scheduled driving path according to the recommended lane movement pattern, to select a route with the least total lane cost as a recommended driving trajectory, i.e., a static driving trajectory; and A driving support mechanism performs driving support for the vehicle based on the static driving trajectory. The static driving trajectory is the following driving trajectory: based on the driving distance of the overtaking lane, the interval between lane changes when multiple lane changes are made, and the specified distance before the intersection, when the vehicle needs to change lanes when traveling according to the recommended lane movement pattern, the position of the mode with the smallest total cost value among multiple modes of lane changes at different positions is determined as the recommended position for executing the lane change, and the recommended trajectory for performing the lane change is determined.

30. A storage medium having a computer program stored thereon, the computer program causing a computer to function as: A planned driving path acquisition mechanism is used to acquire a planned driving path for the vehicle; a static trajectory generating means, using map information including at least information related to lane lines, to determine a lane movement pattern recommended when the vehicle is traveling on the scheduled driving path, and, when the vehicle is traveling on a road included in the scheduled driving path according to the recommended lane movement pattern, to select a route with the least total lane cost as a recommended driving trajectory, i.e., a static driving trajectory; and A driving support mechanism performs driving support for the vehicle based on the static driving trajectory. The static trajectory generating means generates the static travel trajectory for at least a section from a current position of the vehicle to a second route change point at a route change point where the vehicle's route is changed when the vehicle travels along the planned travel route, The static driving trajectory is the following driving trajectory: based on the driving distance of the overtaking lane, the interval between lane changes when multiple lane changes are made, and the specified distance before the intersection, when the vehicle needs to change lanes when traveling according to the recommended lane movement pattern, the position of the mode with the smallest total cost value among multiple modes of lane changes at different positions is determined as the recommended position for executing the lane change, and the recommended trajectory for performing the lane change is determined.

31. A storage medium having a computer program stored thereon, the computer program causing a computer to function as: A road condition acquisition unit for acquiring road conditions within a prescribed detection range around the vehicle; A planned driving path acquisition mechanism is used to acquire a planned driving path for the vehicle; a static trajectory generating means, using map information including at least information related to lane lines, to determine a lane movement pattern recommended when the vehicle is traveling on the scheduled driving path, and, when the vehicle is traveling on a road included in the scheduled driving path according to the recommended lane movement pattern, to select a route with the least total lane cost as a recommended driving trajectory, namely, a static driving trajectory; A dynamic driving trajectory generating unit generates a driving trajectory, that is, a dynamic driving trajectory, which is a recommended driving trajectory for the vehicle on the road included in the planned driving route, using map information and surrounding road conditions acquired by the vehicle; and a driving support unit that provides driving support for the vehicle based on a driving trajectory generated using the static driving trajectory and the dynamic driving trajectory, that is, a generated driving trajectory; The static driving trajectory is the following driving trajectory: based on the driving distance of the overtaking lane, the interval between lane changes when multiple lane changes are made, and the specified distance before the intersection, when the vehicle needs to change lanes when traveling according to the recommended lane movement pattern, the position of the mode with the smallest total cost value among multiple modes of lane changes at different positions is determined as the recommended position for executing the lane change, and the recommended trajectory for performing the lane change is determined.

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