Vehicle driving support device

Abstract

To provide a vehicle driving support device capable of performing driving support control suitable for characteristics of a specific area.SOLUTION: A driving support ECU (10) of a vehicle driving support device performs first support control being the standard driving support control based on electronic information stored in a memory at the point of time when an own vehicle (HV) is shipped from a factory when the own vehicle is positioned in a normal area other than a specific area. When the own vehicle is positioned in the specific area, the driving support ECU performs second support control being the driving support control for the specific area in place of the first support control with the use of electronic information received from a server (100a) existing outside the own vehicle.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a driving assistance device for a vehicle capable of executing driving assistance control suited to the characteristics of a specific area. [Background technology]

[0002] Conventionally, devices that perform various driving assistance controls have been known. For example, one of them (hereinafter referred to as the "conventional device") stores in advance in a memory a map or function that defines a plurality of areas around an object (e.g., another parked vehicle). This map or function associates each of the plurality of areas with an "upper limit value of the relative speed between the vehicle and the object." When the vehicle approaches the object and enters one of the plurality of areas, the conventional device controls the speed of the vehicle so that the relative speed between the vehicle and the object does not exceed the "upper limit value of the relative speed associated with the entered area." Furthermore, the conventional device switches the above-mentioned map or function based on the position of the vehicle acquired from a positioning system. This enables the conventional device to overtake the object at an "appropriate relative speed according to the characteristics of the area" (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-130996 A Summary of the Invention

[0004] Conventional devices require that all maps or functions that have been determined (developed) be stored in the memory of the vehicle's controller before the vehicle goes on sale. However, it is not realistic to create "maps, functions, programs, etc." for an extremely large number of regions in advance and store them in the memory of the vehicle's controller at the design stage of the vehicle. Furthermore, since the memory of the controller has a limited storage capacity, there is also the problem that it is difficult to store "maps, functions, programs, etc." for an extremely large number of regions in the memory in advance. The present invention has been made to solve such problems.

[0005] One aspect of a vehicle driving assistance device of the present invention (hereinafter also referred to as the "device of the present invention") includes a controller (10) that executes driving assistance control. The controller: When the host vehicle is located in a normal area other than the specific area, a first assistance control, which is a standard driving assistance control, is executed based on electronic information stored in the memory of the controller at the time of shipment of the host vehicle from the factory (S320); When the vehicle is located within the specific area, a second assistance control, which is a driving assistance control for a specific area instead of the first assistance control, is executed using electronic information received from a server (100a) located outside the vehicle (S340).

[0006] According to this, when the vehicle is located in the specific area, the second assistance control is executed based on the electronic information received from the server. Therefore, there is no need to develop appropriate driving assistance control for each of a large number of specific areas at the design stage of the vehicle and to store all of the electronic information for performing the driving assistance control in advance in the memory of the vehicle. Furthermore, since it is sufficient that the "electronic information for performing appropriate driving assistance control for the specific area" is available to the controller at least at the time when the vehicle passes through the specific area, there is no need to keep all of the electronic information for performing appropriate driving assistance control for each of the extremely large number of specific areas stored in the memory of the vehicle. From the above, the device of the present invention can execute appropriate driving assistance control for various specific areas.

[0007] In the above description, in order to facilitate understanding of the present invention, the names and / or symbols used in the embodiments described below are enclosed in parentheses with respect to the configuration of the invention corresponding to the embodiments. However, each component of the present invention is not limited to the embodiments defined by the names and / or symbols. The present invention also covers a vehicle driving assistance method and a program thereof. [Brief description of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram of a vehicle driving assistance device according to an embodiment of the present invention; [Diagram 2] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Diagram 3] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 4] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Diagram 5] 13A and 13B are diagrams for explaining driving assistance control optimized for a specific region. [Figure 6] 6 is a routine executed by a CPU of a driving assistance ECU according to a modified example of the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] A vehicle driving assistance device DS (hereinafter referred to as "device DS") according to an embodiment of the present invention includes the components shown in Fig. 1 and is applied to (mounted on) a host vehicle HV. The host vehicle HV may be any of a vehicle powered by an internal combustion engine, a vehicle powered by an electric motor (i.e., an electric vehicle), a hybrid vehicle, and the like.

[0010] In this specification, an "ECU" is an electronic control device (control unit) equipped with a microcomputer including a CPU (processor), a ROM, a RAM, a writable non-volatile memory, an interface, and the like. The ECU is also called a controller or a computer. The multiple ECUs shown in FIG. 1 are connected to each other via a CAN (Controller Area Network) so that they can exchange information with each other. Some or all of these multiple ECUs may be integrated into one ECU.

[0011] The driving assistance ECU 10 executes driving assistance control using the configuration shown in FIG. 1. As described in detail later, when the vehicle HV travels in a specific area, the driving assistance ECU 10 wirelessly communicates with an optimization data management center (hereinafter referred to as the "management center") 100 outside the vehicle HV to obtain "optimization data (electronic information) for the specific area" from a server 100a of the management center 100, and performs driving assistance control suitable for the specific area using the optimization data. This optimization data is electronic information such as map data, functions, control constants, parameters, and programs, and is electronic information for executing driving assistance control suitable for the specific area. The driving assistance ECU 10 includes a microcomputer including a CPU 10a, a ROM 10b, a RAM 10c, a non-volatile memory 10d in which data can be written and which can hold data even when power is not supplied, an interface 10e, and the like.

[0012] The peripheral camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures an image of the scene around the host vehicle HV at predetermined time intervals to obtain image data. The image ECU 22 generates camera information by analyzing the image data from the camera 21, and transmits the camera information to the driving assistance ECU 10. The camera information includes the image data itself and information such as the "position, relative longitudinal speed, relative lateral speed, and type of the captured object relative to the host vehicle HV."

[0013] The radar device 30 is a well-known device that acquires information about targets present around the host vehicle HV using millimeter wave band radio waves, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves within a predetermined detection range every time a predetermined time elapses, and receives millimeter waves reflected by the targets. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 acquires 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, the target's direction, the target's relative speed, etc.

[0014] The powertrain ECU 40 controls a drive device including a power source of the host vehicle HV (not shown) by driving a powertrain actuator 41, thereby generating a drive force.

[0015] The brake ECU 50 controls a braking device (not shown) of the host vehicle HV by driving a brake actuator 51, thereby applying a braking force to the host vehicle HV.

[0016] The steering ECU 60 controls a steering device (not shown) of the host vehicle HV by driving a steering motor 61, thereby changing the steering angle of the host vehicle HV.

[0017] The warning ECU 70, in response to an instruction (instruction signal) from the driving assistance ECU 10, causes the warning display device 71 to display a warning and causes the warning sound generation device 72 to generate a warning sound.

[0018] The navigation ECU 80 is connected to a GPS receiver 81, a map database 82, and a display touch panel 83 that displays touch buttons, and together with these, constitutes an in-vehicle navigation system. The navigation ECU 80 acquires the current position of the vehicle HV based on a GPS signal received by the GPS receiver 81, and when a destination is set by the driver via the display touch panel 83, generates a recommended route from the current position to the destination based on map data stored in the map database 82. The navigation ECU 80 sets the recommended route as a planned travel route according to the driver's instruction, and then executes well-known route guidance. Furthermore, the navigation ECU 80 acquires 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 acquired latest map data includes information such as data for identifying a "specific area in which optimization data is available (hereinafter, may be simply referred to as a "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 vehicle HV.

[0019] The communication ECU 90 wirelessly communicates with devices external to the vehicle HV (for example, a roadside device, a management center 100, an information center 110, etc.) and acquires various information from the external devices.

[0020] The driving assistance ECU 10 receives detection values ​​(output values) of the following "sensors and switches." An accelerator pedal operation amount sensor 91 that detects an accelerator pedal operation amount AP of the host vehicle HV. A brake pedal operation amount sensor 92 detects a brake pedal operation amount BP of the host vehicle HV. A vehicle speed sensor 93 that detects the speed of the host vehicle HV (i.e., host vehicle speed Vh). An acceleration sensor 94 that detects the acceleration Gh in the forward / rearward direction of the host vehicle HV. A steering angle sensor 95 that detects the steering angle St of the host vehicle HV. Other sensors 96 including a yaw rate sensor and a steering torque sensor.

[0021] (Overview of operation) When the host vehicle HV is located in a normal area (an area other than the specific area), the device DS executes the first assistance control, which is a standard driving assistance control, based on electronic information that is unerasably stored in the memory (ROM 10b) beforehand at the time of shipping the host vehicle HV from the factory. When the host vehicle HV is traveling in a "specific area where the first assistance control is not appropriate as driving assistance control and the second assistance control is appropriate as driving assistance control," the device DS receives optimization data in advance from the optimization data management center 100 and executes the second assistance control using the optimization data.

[0022] (Specific operation) The CPU 10a (hereinafter, simply referred to as "CPU") of the driving assistance ECU 10 executes the routines shown in the flowcharts of FIGS. 2 to 5 every time a predetermined time (calculation period) dt elapses.

[0023] <Download optimization data> When an appropriate time arrives, the CPU starts the process from step 200 (hereinafter, "step" is abbreviated as "S") in Fig. 2 and proceeds to S205, where it determines whether the value of a DL schedule flag XDL, which will be described later, is "0". The DL schedule flag XDL is set to "1" when there is a schedule for downloading optimization data (see S240, which will be described later). The value of the DL schedule flag XDL is set to "0" in an initialization routine executed by the CPU when the ignition key switch of the host vehicle HV, not shown, is changed from the OFF position to the ON position.

[0024] If the value of the DL planned flag is "0", the CPU proceeds from S205 to S210 and determines whether or not a planned driving route is set in the in-vehicle navigation system. If a planned driving route is set, the CPU proceeds from S210 to S215 and determines, based on the map data, whether or not there is one or more "specific areas in which optimization data is available" on the planned driving route between the current position of the host vehicle HV and the destination.

[0025] If the planned driving route is a route that passes through one or more specific areas, the CPU proceeds from S215 to S220 and determines whether or not optimization data for the specific area (hereinafter referred to as the ``immediately preceding specific area'') that the vehicle HV will reach earliest among the specific areas passed by the planned driving route is not stored (held) in the non-volatile memory 10d of the driving assistance ECU 10.

[0026] If the optimization data for the immediately preceding specific region is not stored in the non-volatile memory 10d, the CPU proceeds from S220 to S225 and obtains (predicts) the time until the host vehicle HV reaches the immediately preceding specific region from the navigation ECU 80 as the margin time ta.

[0027] Next, the CPU proceeds to S230, where it acquires a first time required to download the optimization data for the immediately preceding specific area and the amount of the optimization data from the "management center 100 having a server 100a that distributes the optimization data for the immediately preceding specific area" via the "communication ECU 90 and the information center 110". Alternatively, the CPU may acquire this information from the map database 82 via the navigation ECU 80. Furthermore, the CPU acquires (calculates) a second time from the time when the download of the optimization data for the immediately preceding specific area is completed to the time when the driving assistance ECU 10 finishes setting (e.g., installing) the optimization data and the optimization data becomes available. Then, the CPU acquires the sum of the first time and the second time as a preparation time tb.

[0028] Next, the CPU proceeds to S235 and determines 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 and sets the value of the DL schedule flag XDL to "1." Note that the value of the DL schedule flag XDL is returned to "0" when the download of the optimized data for the immediately preceding specific area is completed.

[0029] Next, the CPU proceeds to S245 and determines whether the current time matches the "time that is the preparation time tb before the predicted arrival time at the immediately preceding specific area." If the current time matches the "time that is the preparation time tb before the predicted arrival time at the immediately preceding specific area," the CPU proceeds from S245 to S250 and starts downloading optimized data for the immediately preceding specific area, and sets the downloaded data so that it can be used when the download is complete. On the other hand, if the time from the current time to the predicted arrival time does not match the preparation time tb, the CPU proceeds directly from S245 to S295 and ends this routine for the time being.

[0030] When the CPU next proceeds to S205, if the value of the DL scheduled 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 where it determined "No" to S295.

[0031] <Driving assistance control execution> When an appropriate time arrives, the CPU starts processing from S300 in FIG. 3 and proceeds to S310 to determine whether the current position of the host vehicle HV is within a specific area. If the current position of the host vehicle HV is not within the specific area, the CPU proceeds from S310 to S320 to execute standard driving assistance control based on normal data (map data, functions, control constants, parameters, programs, etc.) that is unerasably stored in advance (before the host vehicle is shipped from the factory) in the ROM 10b of the driving assistance ECU 10. This driving assistance control is also called normal driving assistance control or first assistance control. After that, the CPU proceeds to S395 to temporarily end this routine.

[0032] If the current position of the host vehicle HV is within a specific area, the CPU proceeds from S310 to S330 to determine whether or not the optimization data (map data, functions, control constants, parameters, programs, etc.) for the specific area is available on the driving assistance ECU 10. If the optimization data is not available, the CPU proceeds from S330 to S320 to execute normal driving assistance control based on normal data.

[0033] On the other hand, if the optimization data for the specific region is available on the driving assistance ECU 10, the CPU proceeds from S330 to S340 and executes the driving assistance control optimized for the specific region based on the optimization data. This driving assistance control is also called the second assistance control. Then, the CPU proceeds to S395.

[0034] <Retention and deletion of downloaded data (optimization data)> When an appropriate time arrives, the CPU starts processing from S400 in Fig. 4 and proceeds to S410 to determine whether or not a planned driving route is set in the in-vehicle navigation system. If a planned driving route is set, the CPU proceeds from S410 to S420 to determine whether or not the current time is immediately after "the time when the host vehicle HV left the specific area where the driving assistance control (second assistance control) was being executed using the optimization data."

[0035] If the current time is immediately after leaving the above-mentioned specific area, the CPU proceeds from S420 to S430 and determines whether or not there is another specific area between the current position of the vehicle HV and the destination on the planned driving route set in the in-vehicle navigation system.

[0036] If another specific area exists, the CPU proceeds from S430 to S440 and determines whether optimization data for the specific area among the other specific areas that the host vehicle HV will reach earliest is not stored (held) in the non-volatile memory 10d.

[0037] If the optimization data for the specific area that the vehicle HV reaches earliest among the other specific areas is not stored in the non-volatile memory 10d, the CPU proceeds from S440 to S450 and determines whether the non-volatile memory 10d does not have a memory area for storing the optimization data for the specific area that the vehicle HV reaches earliest among the other specific areas.

[0038] If the above-mentioned memory area is not in the non-volatile memory 10d, the CPU proceeds from S450 to S460 and deletes the optimized data for the specific area immediately after the escape from the non-volatile memory 10d. After that, the CPU proceeds to S495 and temporarily ends this routine. Note that, even if the optimized data for the specific area immediately after the escape is deleted from the non-volatile memory 10d, if the CPU is unable to secure a memory area to store the optimized data for the earliest-reached specific area among the other specific areas, the CPU deletes the electronic information stored in the non-volatile memory 10d in order from the electronic information downloaded most recently until a memory area can be secured.

[0039] If the CPU judges "No" in any of S410 to S450, the CPU proceeds directly to S495 from the step where the judgment is "No."

[0040] <Examples of standard driving assistance control (first assistance control) and driving assistance control optimized for specific areas (second assistance control)> (Example 1) Collision avoidance support control (collision damage mitigation control) In case 1 shown in FIG. 5(A), the oncoming vehicle OV crosses the center line CL from the oncoming lane OL and protrudes into the driving lane HL of the host vehicle HV, and there is a possibility of collision with the host vehicle HV. In this case, the device DS recognizes the other vehicle OV present in the traveling direction of the host vehicle HV as a control target, and when the margin time TTC (=distance between the host vehicle HV and the other vehicle OV / relative speed of the other vehicle OV) until the collision with the other vehicle OV becomes equal to or less than the first threshold value TTCth, the device DS applies "an automatic brake to the host vehicle HV so that the magnitude of the deceleration of the host vehicle HV becomes a first predetermined value A1" to the host vehicle HV, or steers the host vehicle HV relatively small to avoid collision with the other vehicle OV. This is a standard collision avoidance control (first assistance control) as a normal driving assistance control. The margin time TTC is one of the collision possibility index values ​​indicating the possibility of a collision.

[0041] In case 2 shown in FIG. 5(A), the road in front of the host vehicle HV has a special shape, so that even if the oncoming vehicle OV is traveling in the oncoming lane OL, the host vehicle HV and the other vehicle OV have the same positional relationship as in case 1. In this case, if a standard normal collision avoidance control is executed, unnecessary control will be executed. Therefore, when the host vehicle HV travels in a specific area (area surrounded by a dashed line AR1) including 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 host vehicle HV), the device DS executes a second assistance control (driving assistance control for the specific area AR1, collision avoidance control optimized for the specific area AR1) based on electronic information received in advance from the server 100a of the management center 100 and made available. This second assistance control is a control that, when the time to collision TTC becomes equal to or less than the "second threshold value TTCth which is smaller than the first threshold value TTCth," applies an "automatic brake to the host vehicle HV so that the magnitude of deceleration of the host vehicle HV becomes a second predetermined value A2 which is greater than the first predetermined value A1," or steers the host vehicle HV relatively more to avoid a collision with the other vehicle OV.

[0042] (Example 2) Cross traffic alert (cross target warning support control) Cross traffic alert is a driving assistance control that issues a warning to the driver of the host vehicle HV when there is a target that is estimated to cross a line segment from the center of the front end of the host vehicle HV to a position ahead of the host vehicle HV at a distance D within a predetermined time. The distance D is determined depending on the lane width.

[0043] For example, if the host vehicle HV is sold in a certain region (e.g., country) A, the lane width in that region is W1, as shown in Case 3 of Figure 5(B), so the above distance D is set to distance D1, which is 1.5 times the lane width W1. Then, a cross traffic alert based on this distance D1 is executed as the first assistance control (normal standard driving assistance control).

[0044] When the host vehicle HV enters a specific area (e.g., a country) B adjacent to the region A, as shown in case 4 of FIG. 5(B), the lane width of the specific area is W2, which is wider than W1, so the distance D is set to D2, which is 1.5 times the lane width W2. Then, a cross traffic alert based on this distance D2 is executed as the second assistance control (driving assistance control optimized for the specific area). Electronic information for executing this second assistance control is downloaded in advance from the server 100a of the management center 100 to the driving assistance ECU 10.

[0045] (Example 3) Attention control for vehicles cutting in This control is a driving assistance control that alerts the driver of the host vehicle HV that a cutting-in vehicle is present when the host vehicle HV is traveling in a first lane on a road with two or more lanes in each direction and an adjacent vehicle is traveling in a second lane adjacent to the first lane, and the adjacent vehicle is expected to cut in immediately before the host vehicle HV.

[0046] Usually, when an adjacent vehicle cuts in, the driver of the adjacent vehicle flashes the turn signal of the vehicle that cuts in before cutting in. Therefore, when the turn signal of the adjacent vehicle traveling in the second lane is flashing on the first lane and the amount of lateral movement of the adjacent vehicle from the second lane to the first lane becomes equal to or greater than a first threshold, the device DS notifies the driver of the host vehicle HV that a cutting in vehicle is present. This is the "attention-calling control for a cutting-in vehicle (first assistance control)," which is a normal standard driving assistance control.

[0047] However, in a specific area (specific region), due to laws and regulations or driving habits specific to the specific area, the driver of the adjacent vehicle does not blink the turn signal when the adjacent vehicle cuts in. Therefore, when the vehicle HV is located in the specific area, the device DS notifies the driver of the vehicle HV that a cutting in vehicle exists when the lateral movement amount of the adjacent vehicle from the second lane to the first lane becomes equal to or greater than the "second threshold value that is the same as or different from the first threshold value" and the change amount per unit time of the lateral movement amount from the second lane to the first lane becomes equal to or greater than the threshold change amount, regardless of whether the lateral movement amount of the adjacent vehicle traveling in the second lane is blinking. This is the "attention call control for a cutting in vehicle in a specific area (second assistance control)" which is a driving assistance control optimized for the specific area. Electronic information (in this case, a program) for executing this second assistance control is downloaded in advance from the server 100a of the management center 100 to the driving assistance ECU 10.

[0048] (Example 4) Adaptive Cruise Control (ACC) The ACC is usually adapted so that the host vehicle HV runs appropriately on motorways such as expressways. In other words, the ACC in which various constants (e.g., gains that determine acceleration) are determined on the assumption that the host vehicle HV runs on motorways is the normal driving assistance control (first assistance control).

[0049] However, in the specific area, for example, because the traffic volume is relatively low and there are many straight roads, ACC is often used even on general roads. In this case, the number of lanes is frequently reduced and there are many vehicles cutting in. Therefore, when the host vehicle HV travels in the specific area, ACC using various constants determined on the assumption that the host vehicle HV travels on general roads is executed as driving assistance control (second assistance control) optimized for the specific area. Electronic information for executing this second assistance control is downloaded in advance from the server 100a of the management center 100 to the driving assistance ECU 10.

[0050] (Example 5) Collision avoidance support control for pedestrians and animals Usually, when a moving object is present near the host vehicle HV, the device DS judges whether the moving object is a pedestrian based on camera information, and when the distance between the host vehicle HV and the pedestrian is less than the threshold distance if the moving object is judged to be a pedestrian, the device DS issues a warning to the driver of the host vehicle HV and applies automatic braking to the host vehicle HV. On the other hand, when the moving object is an animal other than a pedestrian, the device DS does not issue the warning or apply the automatic braking because there is a possibility that other objects or patterns such as signs may be mistaken for animals and the possibility of an animal being present alone on the road is generally low. This is the normal standard collision avoidance control (first assistance control) for pedestrians and animals.

[0051] On the other hand, in a specific area (e.g., mountainous area), the possibility of animals being present on the road is high. Therefore, when the host vehicle HV travels in such a specific area, the device DS executes collision avoidance control for animals in addition to the above-mentioned collision avoidance control for pedestrians. More specifically, the device DS judges whether the moving target is a specific animal other than a pedestrian (e.g., deer, monkey, bison, etc.) based on the camera information, and when it is judged that the moving target is a specific animal, it immediately issues a warning to the driver of the host vehicle HV and applies automatic braking to the host vehicle HV regardless of the distance between the host vehicle HV and the animal. This is the "collision avoidance control for pedestrians and animals (second support control)" optimized for the specific area. Electronic information for executing this second support control is downloaded in advance from the server 100a of the management center 100 to the driving support ECU 10.

[0052] As described above, the embodiment of the present invention can perform appropriate driving assistance control for a specific region while achieving the effects described below.

[0053] The memory capacity of the memory of the host vehicle HV (in this case, the non-volatile memory 10d) is not significantly restricted. In other words, the memory capacity of the non-volatile memory 10d does not need to be very large. While it is practically difficult to develop optimal driving assistance control based on the characteristics of every region and install it in the HV vehicle before the HV vehicle is released (i.e., to install electronic information for executing driving assistance control appropriate for the characteristics of every region in the on-board memory of the HV vehicle at the time of shipment from the factory), an embodiment of the present invention makes it possible to execute driving assistance control that is suited to the characteristics of every region. Even if changes occur to road conditions and road traffic regulations after the vehicle is released on the market, driving assistance control can be easily implemented to accommodate those changes.

[0054] The present invention is not limited to the above-described embodiment and modifications, and various modifications can be made within the scope of the present invention.

[0055] For example, the CPU of the above-mentioned device DS may download the optimization data for the specific area regardless of whether the planned travel route is set in the in-vehicle navigation system as shown in Fig. 6. More specifically, the CPU acquires the current position of the vehicle HV from the in-vehicle navigation system every time a predetermined time elapses (S610), determines whether the current position of the vehicle HV is within the specific area (S620), and if the current position of the vehicle HV is within the specific area, determines whether the optimization data for the specific area is not stored (held) in the non-volatile memory 10d (S630), and if the optimization data is not stored (held) in the non-volatile memory 10d, starts downloading the optimization data for the specific area (S640). Furthermore, the CPU does not start downloading the optimization data if the current position of the vehicle is not within the specific area (S620: No) or if the optimization data for the specific area is stored (held) in the non-volatile memory 10d (S630: No). According to this, the first assistance control is executed during the period from when the download of the optimization data is started until the optimization data becomes available to the driving assistance ECU 10, and the second assistance control is executed after the optimization data becomes available to the driving assistance ECU 10. In addition, the routine shown in Fig. 6 may be executed when the ignition key switch is changed from the OFF position to the ON position.

[0056] Furthermore, the present invention is applicable to an autonomous vehicle in which the driving mode has transitioned from autonomous driving to driving by a driver. [Explanation of symbols]

[0057] 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.

Claims

1. When the host vehicle is located in a normal area other than the specific area, a first assistance control, which is a standard driving assistance control, is executed based on electronic information stored in a memory at the time of shipment of the host vehicle from a factory; When the vehicle is located within the specific area, a second assistance control is executed, which is a driving assistance control for a specific area instead of the first assistance control, by using electronic information received from a server located outside the vehicle. a controller configured to Vehicle driving assistance device.

2. The vehicle driving assistance device according to claim 1, The controller: When a planned driving route of the vehicle passes through the specific area, the receiving of the electronic information from the server is completed by a time before the vehicle enters the specific area. Driving assistance device.

3. The vehicle driving assistance device according to claim 2, The controller: When it is determined that the electronic information can be received from the server and the controller can be set to be available during a period from a time when it is recognized that the planned driving route is a route passing through the specific area to a time when the vehicle is predicted to reach the specific area, the electronic information is received from the server and the controller is set to be available during the period. Driving assistance device.

4. The vehicle driving assistance device according to claim 1, The controller: configured to temporarily store in a memory the electronic information received from the server; When the vehicle leaves the specific area where the second assistance control was being executed, if another specific area exists on a planned travel route of the vehicle and a storage area for storing electronic information for executing the third assistance control for the another specific area does not remain in the memory, the electronic information stored in the memory for executing the second assistance control is erased from the memory. Driving assistance device.

5. The vehicle driving assistance device according to claim 1, The controller: a first collision avoidance assist control is executed as the first assist control when another vehicle is present in a predicted travel direction of the host vehicle and a collision likelihood index value indicating a possibility that the other vehicle will collide with the host vehicle satisfies a predetermined first condition, Further, the controller When the host vehicle is traveling in an area having a special road shape where another vehicle temporarily approaches the front of the host vehicle, the host vehicle is determined to be located in the specific area, and when the collision possibility index value satisfies a second condition set based on the electronic information received from the server, a second collision avoidance assist control is executed as the second assist control. Driving assistance device.

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