Driving assistance device for vehicle

Abstract

A driving assistance ECU (10) of a driving assistance device for a vehicle executes a standard driving assistance control, namely a first assistance control, on the basis of electronic information stored in a memory at the delivery time of a host vehicle (HV) when the host vehicle (HV) is located within a normal area other than a specific area. Furthermore, when the own vehicle is located in the specific area, the driving assistance ECU executes "second assistance control, which is driving assistance control for the specific area instead of the first assistance control", using electronic information received from a server (100a) present outside the own vehicle.

Description

Technical Field

[0001] The present invention relates to a driving assistance device for a vehicle capable of executing driving assistance control suitable for characteristics of a specific area, a driving assistance method for a vehicle, and a storage medium storing a program for driving assistance for a vehicle. Background Art

[0002] In the past, there are known devices that perform various driving assistance controls. For example, one of them (hereinafter referred to as the "conventional device") pre-stores in a memory a mapping or function that specifies multiple areas around an object (such as other parked vehicles). The mapping or function associates the multiple areas with the "upper limit value of the relative speed between the own vehicle and the object". When the own vehicle approaches the object and enters one of the multiple areas, the previous device controls the speed of the own vehicle to prevent the relative speed of the own vehicle and the object from exceeding the "upper limit value of the relative speed associated with the entered area". Furthermore, the previous device switches the above-mentioned mapping or function based on the position of the own vehicle obtained from the positioning system. As a result, the previous device can enable the own vehicle to pass the object at a "suitable relative speed corresponding to the characteristics of the area" (for example, refer to patent document 1).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-130996 Summary of the invention

[0006] In the past, the device needed to store all the determined (developed) mappings or functions in the memory of the controller of the vehicle itself before the vehicle itself began to be sold. However, it is not realistic to "pre-produce 'mappings, functions, and programs, etc.' for a large number of regions in the design stage of the vehicle itself and store them in the memory of the controller of the vehicle itself." In addition, the memory of the controller has a storage capacity limit, so there is also a problem that it is difficult to pre-store "mappings, functions, and programs, etc." for a large number of regions in the memory. The present invention is completed to solve such a problem.

[0007] One embodiment of a driving assistance device for a vehicle of the present invention (hereinafter also referred to as "the device of the present invention") includes a controller (10) for executing driving assistance control.

[0008] the controller,

[0009] When the own vehicle is located in a normal area other than the specific area, a standard driving assistance control, namely, a first assistance control, is executed based on electronic information stored in the memory of the controller at the time of shipment of the own vehicle (S320).

[0010] When the own vehicle is located in the specific area, a second assist control (S340) for driving assist control for the specific area is executed instead of the first assist control using electronic information received from a server (100a) existing outside the own vehicle.

[0011] Accordingly, when the own vehicle is located in a specific area, the second auxiliary control is performed based on the electronic information received from the server. Therefore, it is not necessary to "develop appropriate driving assistance controls for a large number of specific areas during the design phase of the own vehicle and store all the electronic information used for the driving assistance controls in advance in the memory of the own vehicle". Moreover, at least at the time when the own vehicle passes through a specific area, the controller can use "the electronic information for performing appropriate driving assistance controls for the specific area", so there is no need to continuously store all the electronic information for performing appropriate driving assistance controls for a large number of specific areas in the memory of the own vehicle. According to the above content, the device of the present invention can perform appropriate driving assistance controls for various specific areas.

[0012] In the above description, in order to help understand the present invention, the names and / or figure marks used in the embodiments described below are added in brackets to the components of the invention corresponding to the embodiments described later. However, the components of the present invention are not limited to the embodiments specified by the names and / or figure marks. The present invention also covers a vehicle driving assistance method and a storage medium equipped with a program thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic diagram of the configuration of a driving assistance device for a vehicle according to an embodiment of the present invention.

[0014] Figure 2 yes Figure 1 The routine executed by the CPU of the driving assistance ECU shown.

[0015] Figure 3 yes Figure 1 The routine executed by the CPU of the driving assistance ECU shown.

[0016] Figure 4 yes Figure 1 The routine executed by the CPU of the driving assistance ECU shown.

[0017] Figure 5 (A) and (B) are diagrams for explaining driving assistance control that is optimized for a specific area.

[0018] Figure 6This is a routine executed by the CPU of the driving assistance ECU according to the modification of the embodiment of the present invention.

[0019] Description of Reference Numerals

[0020] 10…driving assistance ECU, 10b…ROM, 10d…non-volatile memory, 20…peripheral camera device, 30…radar device, 80…navigation ECU, 81…GPS receiver, 82…map database, 83…display touch panel, 90…communication ECU, 100…optimization data management center, 100a…server, 110…information center. DETAILED DESCRIPTION

[0021] A driving assistance device DS for a vehicle according to an embodiment of the present invention (hereinafter referred to as "device DS") comprises Figure 1 The components shown are applied to (mounted on) the own vehicle HV. The own vehicle HV may be any of a vehicle using an internal combustion engine as a power source, a vehicle using an electric motor as a power source (ie, an electric vehicle), a hybrid vehicle, and the like.

[0022] In this specification, "ECU" is an electronic control device (control unit) including a microcomputer including a CPU (processor), ROM, RAM, a nonvolatile memory capable of writing data, an interface, etc. ECU is also called a controller or a computer. Figure 1 The plurality of ECUs shown are connected via CAN (Controller Area Network) so as to be able to exchange information with each other. Some or all of the plurality of ECUs may also be integrated into one ECU.

[0023] Use of driving assistance ECU10 Figure 1 The recorded structure performs driving assistance control. As described in detail later, when the own vehicle HV is traveling in a specific area, the driving assistance ECU 10 wirelessly communicates with the optimization data management center (hereinafter referred to as the "management center") 100 outside the own vehicle HV and obtains "optimization data (electronic information) for a specific area" from the server 100a of the management center 100, and uses the optimization data to perform driving assistance control suitable for the specific area. The optimization data is electronic information such as mapping data, functions, control constants, parameters and programs, and is electronic information for performing appropriate driving assistance control for a specific area. The driving assistance ECU 10 has a microcomputer including a CPU 10a, a ROM 10b, a RAM 10c, a non-volatile memory 10d that can write data and can retain data even when not supplied with power, and an interface 10e.

[0024] The surrounding camera device 20 includes a camera (camera) 21 and a graphic ECU 22. The camera 21 captures the surrounding scene of the own vehicle HV and obtains image data every predetermined time. The graphic ECU 22 generates camera information by analyzing the image data from the camera 21, and sends the camera information to the driving assistance ECU 10. The camera information includes the image data itself and information such as "position relative to the own vehicle HV, relative longitudinal speed, relative lateral speed and type" of the captured target.

[0025] The radar device 30 is a well-known device that uses radio waves in the millimeter wave band to obtain information about target objects that exist around the own vehicle HV, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves to a predetermined detection range every time a predetermined time passes, and receives millimeter waves reflected by the target object. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 obtains radar information based on the information from the radar 31 and transmits the radar information to the driving assistance ECU 10. The radar information includes the distance to the target object, the direction of the target object, the relative speed of the target object, etc.

[0026] The powertrain ECU 40 controls a driving device including a power source of the own vehicle HV (not shown) by driving the powertrain actuator 41 , thereby generating a driving force.

[0027] The brake ECU 50 controls a brake device of the host vehicle HV (not shown) by driving the brake actuator 51 , thereby applying a braking force to the host vehicle HV.

[0028] The steering ECU 60 controls a steering device of the host vehicle HV (not shown) by driving the steering motor 61 , thereby changing the steering angle of the host vehicle HV.

[0029] The alarm ECU 70 causes the alarm display device 71 to display a warning and the alarm sound generating device 72 to generate an alarm sound in response to an instruction (instruction signal) from the driving support ECU 10 .

[0030] The navigation ECU 80 is connected to the GPS receiver 81, the map database 82, and the display touch panel 83 displaying touch buttons, and together with them, constitutes a vehicle navigation system. The navigation ECU 80 obtains the current position of the own vehicle HV based on the GPS signal received by the GPS receiver 81, and generates a recommended route from the current position to the destination based on the map data stored in the map database 82 when the driver sets the destination via the display touch panel 83. The navigation ECU 80 sets the recommended route as the scheduled driving route according to the driver's instructions, and performs well-known route guidance on this basis. In addition, the navigation ECU 80 obtains the latest map data from the information center 110 through the communication ECU 90 described later, and updates the map data stored in the map database 82 based on the latest map data. The latest map data obtained includes information such as data determining the "specific area where the optimization data can be used (hereinafter sometimes referred to as 'specific area')" described later, the capacity of the optimization data, and the time required to download the optimization data from the management center 100 to the own vehicle HV.

[0031] The communication ECU 90 performs wireless communication with devices external to the own vehicle HV (for example, a roadside device, the management center 100 , and the information center 110 ), and acquires various information from the external devices.

[0032] The driving support ECU 10 inputs detection values ​​(output values) of the following “sensors and switches”.

[0033] An accelerator pedal operation amount sensor 91 that detects the accelerator pedal operation amount AP of the own vehicle HV.

[0034] A brake pedal operation amount sensor 92 that detects the brake pedal operation amount BP of the own vehicle HV.

[0035] A vehicle speed sensor 93 that detects the speed of the own vehicle HV (ie, own vehicle speed Vh).

[0036] An acceleration sensor 94 that detects the acceleration Gh of the host vehicle HV in the front-rear direction.

[0037] A steering angle sensor 95 that detects a steering angle St of the own vehicle HV.

[0038] Other sensor group 96 including a yaw rate sensor, a steering torque sensor, etc.

[0039] (Work Summary)

[0040] When the own vehicle HV is located in a normal area (an area other than a specific area), the device DS executes the first auxiliary control, which is a standard driving assistance control, based on electronic information that has been pre-stored in a memory (ROM10b) in an inerasable manner at the time of shipment of the own vehicle HV. When the own vehicle HV is traveling in a "specific area where the first auxiliary control is not appropriate as a driving assistance control and the second auxiliary control is appropriate as a driving assistance control", the device DS receives optimization data from the optimization data management center 100 in advance and executes the second auxiliary control using the optimization data.

[0041] (Specific work)

[0042] The CPU 10a (hereinafter referred to as "CPU") of the driving support ECU 10 executes the following operation every time a predetermined time (computation cycle) dt has passed. Figures 2 to 5 The routine shown by the flowchart in .

[0043] <Download of optimization data>

[0044] When the appropriate time comes, the CPU Figure 2 The process starts from step 200 (hereinafter referred to as "step" as "S") and proceeds to S205 to determine whether the value of the scheduled DL flag XDL described later is "0". The scheduled DL flag XDL is set to "1" (refer to S240 described later) when there is a schedule to download the optimization data (when the optimization data is scheduled to be downloaded). The value of the scheduled DL flag XDL is set to "0" by the initialization routine executed by the CPU when the ignition key switch of the own vehicle HV (not shown) is changed from the off position to the on position.

[0045] When the value of the scheduled DL flag is "0", the CPU proceeds from S205 to S210 to determine whether a scheduled driving route is set in the vehicle navigation system. If a scheduled driving route is set, the CPU proceeds from S210 to S215 to determine whether there is one or more "specific areas where optimization data can be used" in the section from the current position of the own vehicle HV to the destination in the above-mentioned scheduled driving route based on the map data.

[0046] In the case where the planned driving route is a route passing through more than one specific area, the CPU proceeds from S215 to S220 to determine whether the optimization data for the specific area (hereinafter referred to as the "immediately ahead specific area") that the own vehicle HV reaches earliest among the specific areas passed by the planned driving route is not saved (retained) in the non-volatile memory 10d of the driving assistance ECU 10.

[0047] If the optimization data for the immediately ahead specific area is not stored in the nonvolatile memory 10d, the CPU proceeds from S220 to S225, and obtains (predicts) the time until "the own vehicle HV reaches the immediately ahead specific area" from the navigation ECU 80 as the margin time ta.

[0048] Next, the CPU proceeds to S230, and obtains the first time required to download the optimization data for the specific area immediately ahead and the data volume of the optimization data from the "management center 100 having a server 100a that distributes optimization data for the specific area immediately ahead" via the "communication ECU 90 and information center 110". Alternatively, the CPU can also obtain this information from the map database 82 via the navigation ECU 80. Furthermore, the CPU obtains (calculates) the second time from the time point when the download of the optimization data for the specific area immediately ahead is completed to the time point when the driving assistance ECU 10 completes the setting (e.g., installation) of the optimization data and becomes capable of using the optimization data. Then, the CPU obtains the sum of the first time and the second time as the preparation time tb.

[0049] Next, the CPU proceeds to S235 to determine whether the margin time ta is longer than the preparation time tb. If the margin time ta is longer than the preparation time tb, the CPU proceeds to S240 to set the value of the scheduled DL flag XDL to "1". In addition, the value of the scheduled DL flag XDL returns to "0" when the download of the optimization data for the specific area immediately ahead is completed.

[0050] Next, the CPU proceeds to S245 to determine whether the current time coincides with "the time of preparation time tb before the predicted arrival time of the specific area immediately ahead". If the current time coincides with "the time of preparation time tb before the predicted arrival time of the specific area immediately ahead", the CPU proceeds from S245 to S250 to start downloading the optimization data for the specific area immediately ahead, and when the download is completed, the setting is made so that the downloaded data can be used. In contrast, if the time from the current time to the predicted arrival time does not coincide with the preparation time tb, the CPU proceeds directly from S245 to S295 to temporarily terminate this routine.

[0051] In addition, when the CPU proceeds to S205 next time, if the value of the predetermined DL flag XDL is not "0" (if it is "1"), the CPU proceeds directly from S205 to S245. Furthermore, if the CPU determines "No" in any of S210, S215, S220 and S235, the CPU proceeds directly from the step determined as "No" to S295.

[0052] <Execution of driving assistance control>

[0053] When the appropriate time comes, the CPU Figure 3 The process starts from S300 and proceeds to S310 to determine whether the current position of the own vehicle HV is within the specific area. If the current position of the own vehicle HV is not within the specific area, the CPU proceeds from S310 to S320, and performs standard driving assistance control based on the normal data (mapping data, functions, control constants, parameters, and programs, etc.) stored in the ROM10b of the driving assistance ECU10 in an indelible manner (earlier than the factory time point of the own vehicle). This driving assistance control is also called normal driving assistance control or the first auxiliary control. After that, the CPU proceeds to S395 and temporarily ends this routine.

[0054] When the current position of the own vehicle HV is within the specific area, the CPU proceeds from S310 to S330 to determine whether the optimization data (mapping data, functions, control constants, parameters, programs, etc.) for the specific area is in a state that can be used on the driving assistance ECU 10. If it is not "optimization data can be used", the CPU proceeds from S330 to S320 to perform normal driving assistance control based on normal data.

[0055] On the other hand, when the optimization data for a specific area is in a state that can be used on the driving assistance ECU 10, the CPU proceeds from S330 to S340, and executes driving assistance control optimized for the specific area based on the optimization data. This driving assistance control is also called the second assistance control. Thereafter, the CPU proceeds to S395.

[0056] <Retention and deletion of downloaded data (optimization data)>

[0057] When the appropriate time comes, the CPU Figure 4 The CPU starts processing from S400 and proceeds to S410 to determine whether a predetermined driving route is set in the vehicle navigation system. If a predetermined driving route is set, the CPU proceeds from S410 to S420 to determine whether the current time point is immediately after "the time point when the own vehicle HV leaves the specific area where the driving assistance control (second assistance control) is executed using the optimization data".

[0058] If the current time point is immediately after the time point of leaving the above-mentioned specific area, the CPU proceeds from S420 to S430 to determine whether there is another specific area between the current position of the own vehicle HV and the destination on the planned travel route set in the car navigation system.

[0059] If there are other specific areas, the CPU proceeds from S430 to S440 to determine whether the optimization data for the specific area that the own vehicle HV reaches earliest among the other specific areas is not saved (held) in the nonvolatile memory 10d.

[0060] In a state where optimization data for a specific area that the own vehicle HV reaches earliest among other specific areas is not saved in the non-volatile memory 10d, the CPU proceeds from S440 to S450 to determine whether the non-volatile memory 10d is in a state where there is no storage area that stores optimization data for a specific area that the own vehicle HV reaches earliest among other specific areas.

[0061] In the case where the non-volatile memory 10d does not have the above-mentioned storage area, the CPU proceeds from S450 to S460, and deletes the optimization data for the specific area that has just been detached from the non-volatile memory 10d. Thereafter, the CPU proceeds to S495 and temporarily terminates this routine. In addition, even if the optimization data for the specific area that has just been detached is deleted from the non-volatile memory 10d, the storage area for storing the optimization data for the earliest specific area in other specific areas cannot be ensured, the CPU sequentially deletes the electronic information stored in the non-volatile memory 10d starting from the new electronic information at the download time until the storage area can be ensured.

[0062] When the CPU makes a “No” determination in any of S410 to S450 , the CPU directly proceeds to S495 from the step where the “No” determination is made.

[0063] <Example of standard driving assistance control (first assistance control) and driving assistance control optimized for a specific area (second assistance control)>

[0064] (Example 1) Collision avoidance assistance control (collision damage reduction control)

[0065] exist Figure 5In the scenario 1 shown in (A), the other vehicle OV as an oncoming vehicle may cross the center line CL from the oncoming lane OL and enter the driving lane HL of the own vehicle HV, thereby colliding with the own vehicle HV. In this case, the device DS recognizes the other vehicle OV existing in the traveling direction of the own vehicle HV as a control target object, and when the margin time TTC (= the distance between the own vehicle HV and the other vehicle OV / the relative speed of the other vehicle OV) until the collision with the other vehicle OV becomes less than the first threshold value TTCth, the own vehicle HV is subjected to "automatic braking so that the magnitude of the deceleration of the own vehicle HV becomes the first predetermined value A1", or the own vehicle HV is steered relatively slightly (the own vehicle HV is turned slightly) to avoid the collision with the other vehicle OV. This is a standard collision avoidance control (first auxiliary control) as a normal driving assistance control. In addition, the margin time TTC is one of the collision possibility index values ​​indicating the possibility of collision.

[0066] exist Figure 5 In the situation 2 shown in (A), the road ahead of the own vehicle HV has a special shape, so even if the other vehicle OV as an oncoming vehicle is traveling in the oncoming lane OL, the own vehicle HV and the other vehicle OV are in the same positional relationship as in situation 1. In this case, if the standard usual collision avoidance control is performed, unnecessary control will be performed. Therefore, when the own vehicle HV is traveling in a specific area (area surrounded by the dotted line AR1) of a road having such a special shape (i.e., a special road shape in which the other vehicle OV temporarily approaches the front of the own vehicle HV), the device DS performs the second auxiliary control (driving assistance control for the specific area AR1, collision avoidance control optimized for the specific area AR1) based on the electronic information received in advance from the server 100a of the management center 100 and made available. The second auxiliary control is a control that applies "automatic braking so that the deceleration of the own vehicle HV becomes a second predetermined value A2 larger than the first predetermined value A1" to the own vehicle HV when the margin time TTC becomes below the "second threshold value TTCth smaller than the first threshold value TTCth", or steers the own vehicle HV relatively more (turns the own vehicle HV more sharply) to avoid collision with other vehicles OV.

[0067] (Example 2) Cross Traffic Warning (Crossing Object Alert Assist Control)

[0068] Cross traffic warning is a driving assistance control that warns the driver of the own vehicle HV when there is a target object that is estimated to cross a line segment from the front center of the own vehicle HV to a position ahead of the own vehicle HV at a distance D within a predetermined time. The distance D depends on the lane width.

[0069] For example, if the vehicle HV is sold in a certain region (such as country A), Figure 5 As shown in case 3 of (B), the lane width in the area is W1, so the distance D is set to D1 which is 1.5 times the lane width W1. Then, the cross traffic warning based on the distance D1 is executed as the first assist control (normal standard driving assist control).

[0070] When the host vehicle HV enters a specific area (e.g., country) B adjacent to the area A, Figure 5 As shown in case 4 of (B), the lane width of the specific area is W2 which is wider than W1, so the above distance D is set to a distance D2 which is 1.5 times the lane width W2. In addition, the cross traffic warning based on the distance D2 is executed as the second auxiliary control (driving assistance control optimized for the specific area). The electronic information for executing the second auxiliary control is downloaded from the server 100a of the management center 100 to the driving assistance ECU 10 in advance.

[0071] (Example 3) Attention-Calling Control for Vehicles Cutting in

[0072] This control is a driving assistance control that notifies the driver of the own vehicle HV of the presence of the vehicle that is cutting in when the own vehicle HV is traveling in the first lane on a single-sided two-lane or more road and an adjacent vehicle is traveling in the second lane adjacent to the first lane and it is expected that the adjacent vehicle will cut in right in front of the own vehicle HV.

[0073] Usually, when an adjacent vehicle cuts in, the driver of the adjacent vehicle flashes the direction indicator on the cutting-in side before cutting in. Therefore, when the direction indicator on the first lane side of the adjacent vehicle traveling in the second lane flashes, and the lateral movement amount of the adjacent vehicle from the second lane to the first lane side becomes greater than the first threshold, the device DS notifies the driver of the own vehicle HV that there is a cutting-in vehicle. This is a normal standard driving assistance control, namely "attention-calling control for cutting-in vehicles (first assistance control)".

[0074] However, in a specific area (specific region), due to the inherent regulations or driving habits of the specific area, the driver of the adjacent vehicle does not flash the direction indicator when the adjacent vehicle cuts in. Therefore, when the own vehicle HV is located in the specific area, the device DS notifies the driver of the own vehicle HV of the presence of a cutting-in vehicle when the lateral movement amount of the adjacent vehicle from the second lane to the first lane side becomes "a second threshold value that is the same as or different from the first threshold value" or more and the change per unit time of the lateral movement amount from the second lane to the first lane side becomes more than the threshold change amount, regardless of whether the direction indicator of the adjacent vehicle on the first lane side is flashing. This is a driving assistance control optimized for a specific area, namely, "attention-calling control for cutting-in vehicles in a specific area (second auxiliary control)". The electronic information (in this case, a program) for executing the second auxiliary control is downloaded from the server 100a of the management center 100 to the driving assistance ECU 10 in advance.

[0075] (Example 4) Adaptive Cruise Control (ACC)

[0076] ACC is usually adapted to allow the vehicle HV to travel appropriately on a motorway such as an expressway. That is, ACC that determines various constants (such as a gain for determining acceleration) based on the premise that the vehicle HV travels on a motorway is a normal driving assistance control (first assistance control).

[0077] However, in a specific area, for example, due to less traffic or more straight roads, ACC is often used on general roads. In this case, the number of lanes is frequently reduced or vehicles frequently cut in. Therefore, when the own vehicle HV is traveling in a specific area, ACC with various constants determined based on the premise that the own vehicle HV is traveling on a general road is executed as a driving assistance control (second auxiliary control) optimized for the specific area. The electronic information for executing the second auxiliary control is downloaded from the server 100a of the management center 100 to the driving assistance ECU 10 in advance.

[0078] (Example 5) Collision avoidance assistance control for pedestrians and animals

[0079] Normally, when there is a moving target object near the own vehicle HV, the device DS determines whether the moving target object is a pedestrian based on the camera information. If the moving target object is determined to be a pedestrian and the distance between the own vehicle HV and the pedestrian is less than the threshold distance, the driver of the own vehicle HV is warned and the own vehicle HV is automatically braked. On the other hand, when the moving target object is an animal other than a pedestrian, there is a possibility that other objects or patterns such as billboards are mistakenly recognized as animals, and the possibility of animals existing alone on the road is generally low, so the device DS does not perform the above-mentioned warning and automatic braking. This is a normal standard collision avoidance control for pedestrians and animals (first auxiliary control).

[0080] In contrast, in specific areas (such as mountainous areas), the possibility of animals being present on the road increases. Therefore, when the own vehicle HV is traveling in such a specific area, the device DS performs collision avoidance control for animals in addition to the above-mentioned collision avoidance control for pedestrians. More specifically, the device DS determines whether the moving target object is a specific animal other than a pedestrian (such as a deer, monkey, and bison, etc.) based on the camera information. When it is determined that the moving target object is a specific animal, regardless of the distance between the own vehicle HV and the animal, the driver of the own vehicle HV is immediately alerted and automatic braking is applied to the own vehicle HV. In addition, a "collision avoidance control for pedestrians and animals (second auxiliary control)" is optimized for specific areas. The electronic information used to execute the second auxiliary control is downloaded from the server 100a of the management center 100 to the driving assistance ECU 10 in advance.

[0081] As described above, the embodiment of the present invention can perform appropriate driving assistance control for a specific area while achieving the effects described below.

[0082] There is no restriction on the large storage capacity of the memory of the own vehicle HV (in this case, the nonvolatile memory 10d). That is, the storage capacity of the nonvolatile memory 10d does not need to be very large.

[0083] It is difficult to develop the most appropriate driving assistance control based on the characteristics of all regions before the launch of the own vehicle HV and install it in the own vehicle HV (that is, the electronic information for executing the driving assistance control suitable for the characteristics of all regions is already installed in the vehicle memory at the time of shipment of the own vehicle HV). However, the embodiment of the present invention can execute the driving assistance control corresponding to the characteristics of all regions.

[0084] Even if the road environment and road traffic-related laws and regulations change after the launch of the HV of the vehicle, driving assistance control corresponding to these changes can be easily executed.

[0085] In addition, the present invention is not limited to the above-described embodiment and modified examples, and various modified examples can be adopted within the scope of the present invention.

[0086] For example, the CPU of the above-mentioned device DS may also be as follows Figure 6 As shown, regardless of whether a predetermined driving route is set in the vehicle navigation system, the optimization data for the specific area is downloaded. More specifically, the CPU obtains the current position of the own vehicle HV from the vehicle navigation system every time a predetermined time has passed (S610), determines whether the current position of the own vehicle HV is within the specific area (S620), and when the current position of the own vehicle HV is within the specific area, determines whether the optimization data for the specific area is not saved (retained) in the non-volatile memory 10d (S630), and starts downloading the optimization data for the specific area when the optimization data is not saved (retained) in the non-volatile memory 10d (S640). Furthermore, the CPU does not start downloading the optimization data in either the case where the current position of the vehicle is not within the specific area (S620: No) or the case where the optimization data for the specific area is saved (retained) in the non-volatile memory 10d (S630: No). According to this, the first assist control is executed from the time when the optimization data is downloaded to the time when the driving assistance ECU 10 can use the optimization data, and the second assist control is executed after the time when the driving assistance ECU 10 can use the optimization data. Figure 6 The illustrated routine may also be executed when the ignition key switch is changed from the OFF position to the ON position.

[0087] Furthermore, the present invention can be applied to a vehicle in which the driving mode is changed from "autonomous driving" to "driver driving" in an autonomous driving vehicle.

Claims

1. A driving assistance device for a vehicle, comprising a controller, The controller is configured as follows: When the own vehicle is located in a normal area other than the specific area, a first assist control, which is a standard driving assist control, is executed based on electronic information stored in a memory at the time of shipment of the own vehicle. When the own vehicle is located in the specific area, a second assist control, which is driving assist control for the specific area and replaces the first assist control, is executed using electronic information received from a server located outside the own vehicle.

2. The driving assistance device for a vehicle according to claim 1, The controller is configured as follows: When the planned travel route of the own vehicle is a route passing through the specific area, reception of the electronic information from the server is completed until a point in time before the own vehicle enters the specific area.

3. The driving assistance device for a vehicle according to claim 2, The controller is configured as follows: In a case where it is determined that the electronic information is received from the server and a state is set in which the controller can utilize the electronic information during the period from the time point when it is understood that the planned driving route is a route passing through the specific area to the predicted time point when the own vehicle arrives at the specific area, the electronic information is received from the server and a state is set in which the controller can utilize the electronic information during the period.

4. The driving assistance device for a vehicle according to claim 1, The controller is configured as follows: temporarily storing the electronic information received from the server in a memory, In the case where the own vehicle deviates from the specific area where the second auxiliary control is executed, when there is another specific area in the planned driving path of the own vehicle and there is no remaining storage area in the memory for storing electronic information for executing the third auxiliary control for the other specific area, the electronic information stored in the memory for executing the second auxiliary control will be erased from the memory.

5. The driving assistance device for a vehicle according to claim 1, The controller is configured as follows: executing a first collision avoidance assist control as the first assist control when another vehicle exists in the predicted traveling direction of the own vehicle and a collision possibility index value indicating the possibility of the other vehicle colliding with the own vehicle satisfies a predetermined first condition, The controller is further configured as follows: When the own vehicle is traveling in an area with a special road shape in which other vehicles may temporarily approach the front of the own vehicle, it is determined that the own vehicle is located in the specific area, and when the collision possibility index value satisfies the second condition set based on the electronic information received from the server, the second collision avoidance auxiliary control as the second auxiliary control is executed.

6. A driving assistance method for a vehicle, comprising: When the own vehicle is located in a normal area other than the specific area, a step of executing a first assist control which is a standard driving assist control based on electronic information stored in a memory at the time of shipment of the own vehicle; and When the own vehicle is located in the specific area, a step of executing a second assist control for the specific area instead of the first assist control using electronic information received from a server located outside the own vehicle.

7. The vehicle driving assistance method according to claim 6, comprising: When the planned travel route of the own vehicle is a route passing through the specific area, the step of receiving the electronic information from the server is completed until a time point before the own vehicle enters the specific area.

8. A storage medium storing a program for driving assistance control, wherein the program causes a computer to execute: When the own vehicle is located in a normal area other than the specific area, a step of executing a first assist control which is a standard driving assist control based on electronic information stored in a memory at the time of shipment of the own vehicle; and When the own vehicle is located in the specific area, a step of executing a second assist control for the specific area instead of the first assist control using electronic information received from a server located outside the own vehicle.

9. The storage medium according to claim 8 causes the computer to further execute: When the planned travel route of the own vehicle is a route passing through the specific area, the step of receiving the electronic information from the server is completed until a time point before the own vehicle enters the specific area.

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