Driving support device

Abstract

To assist driving by appropriately setting priorities of vehicle assistance contents in a case where a plurality of vehicle assistance contents are acquired.SOLUTION: An automatic driving control unit 33 comprises: an assistance content acquisition section 33a for acquiring vehicle assistance contents from an information processing server 10; a priority setting section 33b for setting priorities of execution to the acquired vehicle assistance contents; and an assistance execution section 33c for determining a vehicle assistance content that should be executed based on the preset priority and executing driving assistance of a target vehicle 2 based on the determined vehicle assistance content. In a case where a plurality of vehicle assistance contents are acquired, the priority setting unit 33b sets a priority to each of the vehicle assistance contents based on mesh ranges and residual times corresponding to the vehicle assistance contents.SELECTED DRAWING: Figure 11

Description

Technical Field

[0001] The present disclosure relates to a driving support device for assisting the driving of a vehicle.

Background Art

[0002] For example, as processing of information related to the running of a vehicle, there is processing for collecting position information at which the vehicle has performed unstable behavior. There are various types of causes for the unstable behavior of this vehicle. Therefore, for example, Patent Document 1 describes storing in a database, in association with unstable behavior information at the behavior occurrence position where the vehicle has become unstable, a determination result as to whether the unstable behavior is caused by the driver.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, it is conceivable to obtain position information at which unstable behavior has occurred from a vehicle, aggregate it in a database of a server, and provide vehicle support contents for assisting appropriate running of the vehicle to other vehicles (vehicle group). However, when a certain vehicle acquires a plurality of vehicle support contents, for example, depending on the type of the vehicle support contents, the freshness of the information is likely to be lost, and it may not be possible to perform appropriate driving support with such vehicle support contents.

[0005] Therefore, in this technical field, when a plurality of vehicle support contents are acquired, it is required to appropriately set the priority of the vehicle support contents and perform driving support.

Means for Solving the Problems

[0006] One aspect of the present disclosure is a driving support device that acquires vehicle support content in which a mesh range of a map mesh set to include a predetermined number of support required positions and a remaining time of support at the support required position are associated from a server, and performs driving support for a vehicle based on the acquired vehicle support content. The driving support device includes a support content acquisition unit that acquires vehicle support content from the server, a priority setting unit that sets a priority for execution with respect to the acquired vehicle support content, and a support execution unit that determines vehicle support content to be executed based on the set priority of the vehicle support content and executes driving support for the vehicle based on the determined vehicle support content. When a plurality of vehicle support contents are acquired, the priority setting unit sets a priority for each of the vehicle support contents based on the mesh range and the remaining time associated with the vehicle support content.

Effects of the Invention

[0007] According to the present disclosure, when a plurality of vehicle support contents are acquired, it is possible to appropriately set the priority of the vehicle support contents and perform driving support.

Brief Description of the Drawings

[0008]

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Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each figure, the same or corresponding elements are denoted by the same reference numerals, and redundant descriptions are omitted.

[0010] FIG. 1 is a diagram showing an information processing server (server) 10 and a target vehicle (vehicle) 2 according to an embodiment. As shown in FIG. 1, the information processing server 10 is communicably connected to the target vehicle 2 (2A to 2Z) via a network N. The network N is a wireless communication network. The target vehicle 2 means a vehicle that is the information collection target of the information processing server 10. The target vehicle 2 includes vehicles to be supported for which various supports are performed from the information processing server 10. When individually describing the target vehicle 2, the target vehicles 2A to 2Z are used.

[0011] FIG. 2 is a diagram for explaining an example of information processing. As shown in FIG. 2, when the target vehicle 2A slips due to road surface freezing or the like, the target vehicle 2A transmits target vehicle data including an unstable behavior position (position requiring support) D, which is the position where the slip occurred, to the information processing server 10. The information processing server 10 notifies, for example, the target vehicle 2B traveling behind the target vehicle 2A of the information on the unstable behavior position as vehicle support content. Thereby, in the target vehicle 2B, it becomes possible to suppress the occurrence of slip of the target vehicle 2B at the unstable behavior position D. The vehicle support content and the unstable behavior position will be described in detail later.

[0012] <Configuration of the target vehicle> First, the configuration of the target vehicle 2 will be described. The target vehicle 2 is assigned an ID [identification] (vehicle identification number) for identifying the vehicle. The target vehicle 2 may be one vehicle, two or more vehicles, dozens or more vehicles, or hundreds or more vehicles. The target vehicles 2 do not necessarily have the same configuration and may have different vehicle types, etc. The target vehicle 2 may be an autonomous vehicle having an autonomous driving function or a vehicle without an autonomous driving function.

[0013] Hereinafter, the target vehicle 2 will be described with reference to FIG. 3. FIG. 3 is a block diagram showing an example of the configuration of the target vehicle 2. Here, the target vehicle 2 will be described as an autonomous vehicle.

[0014] As shown in FIG. 3, the target vehicle 2 includes an autonomous driving ECU 30. The autonomous driving ECU 30 is an electronic control unit having a CPU, ROM, RAM, etc. In the autonomous driving ECU 30, for example, a program stored in the ROM is loaded into the RAM, and various functions are realized by executing the program loaded into the RAM with the CPU. The autonomous driving ECU 30 may be composed of a plurality of electronic units.

[0015] The autonomous driving ECU 30 is connected to a GPS [Global Positioning System] receiver 21, an external sensor 22, an internal sensor 23, a driving operation detection unit 24, a map database 25, a communication unit 26, an HMI [Human Machine Interface] 27, and an actuator 28.

[0016] The GPS receiver 21 measures the position of the target vehicle 2 (for example, the latitude and longitude of the target vehicle 2) by receiving signals from three or more GPS satellites. The GPS receiver 21 transmits the measured position information of the target vehicle 2 to the autonomous driving ECU 30.

[0017] The external sensor 22 is a detection device that detects the external environment of the target vehicle 2. The external sensor 22 includes at least one of a camera and a radar sensor.

[0018] The camera is an imaging device that images the external environment of the target vehicle 2. The camera is provided on the back side of the front glass of the target vehicle 2 and images the front of the vehicle. The camera transmits imaging information regarding the external environment of the target vehicle 2 to the automatic driving ECU 30. The camera may be a monocular camera or a stereo camera.

[0019] The radar sensor is a detection device that detects an object around the target vehicle 2 using radio waves (e.g., millimeter waves) or light. The radar sensor includes, for example, a millimeter wave radar or a lidar [LIDAR: Light Detection and Ranging]. The radar sensor transmits radio waves or light to the periphery of the target vehicle 2 and detects the object by receiving the radio waves or light reflected by the object. The radar sensor transmits the detected object information to the automatic driving ECU 30. The objects include fixed objects such as guardrails and buildings, as well as moving objects such as pedestrians, bicycles, and other vehicles. The external sensor 22 may include an outside air temperature sensor that detects the outside air temperature of the target vehicle 2. The external sensor 22 may include a light sensor that detects the external brightness.

[0020] The internal sensor 23 is a detection device that detects the state of the target vehicle 2. The internal sensor 23 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor as sensors that detect the driving state of the target vehicle 2. The vehicle speed sensor is a detector that detects the speed of the target vehicle 2. As the vehicle speed sensor, a wheel speed sensor provided for a wheel of the target vehicle 2 or a drive shaft that rotates integrally with the wheel to detect the rotational speed of each wheel can be used. The vehicle speed sensor transmits the detected vehicle speed information (wheel speed information) to the automatic driving ECU 30.

[0021] The acceleration sensor is a detector that detects the acceleration of the target vehicle 2. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects the longitudinal acceleration of the target vehicle 2. The acceleration sensor may include a lateral acceleration sensor that detects the lateral acceleration of the target vehicle 2. The acceleration sensor transmits, for example, the acceleration information of the target vehicle 2 to the automatic driving ECU 30. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the target vehicle 2. As the yaw rate sensor, for example, a gyro sensor can be used. The yaw rate sensor transmits the detected yaw rate information of the target vehicle 2 to the automatic driving ECU 30.

[0022] The internal sensor 23 detects at least one of the tire air pressure, the wiper operation state, and the lighting device state as the vehicle state of the target vehicle 2. The tire air pressure is the air pressure of the tires of the target vehicle 2. The wiper operation state may include not only the presence or absence of wiper operation but also the operation speed of the wiper. The lighting device state includes the lighting state of the turn indicator. The lighting device state may include the presence or absence of headlight lighting and the presence or absence of fog lamp lighting.

[0023] Also, the internal sensor 23 may detect the brake pressure of the hydraulic brake system from the brake pressure sensor as the vehicle state of the target vehicle 2, and may detect the on state / off state of driving support (for example, the vehicle stability control system described later). The internal sensor 23 may detect the load state of each wheel from the wheel load sensor as the vehicle state of the target vehicle 2. In addition, the internal sensor 23 may have a failure detection unit that detects various failures of the target vehicle 2.

[0024] The driving operation detection unit 24 detects the operation of the operation unit of the target vehicle 2 by the driver. The driving operation detection unit 24 includes, for example, a steering sensor, an accelerator sensor, and a brake sensor. The operation unit of the target vehicle 2 is a device for the driver to input operations for driving the vehicle. The operation unit of the target vehicle 2 includes at least one of a steering unit, an accelerator operation unit, and a brake operation unit. The steering unit is, for example, a steering wheel. The steering unit is not limited to being in a wheel shape, and any configuration that functions as a steering wheel is acceptable. The accelerator operation unit is, for example, an accelerator pedal. The brake operation unit is, for example, a brake pedal. The accelerator operation unit and the brake operation unit do not necessarily have to be pedals, and any configuration that allows the driver to input acceleration or deceleration is acceptable. The operation unit may be an in-vehicle switch. An information terminal such as the driver's smartphone may function as the operation unit.

[0025] The steering sensor detects the operation amount of the steering unit by the driver. The operation amount of the steering unit includes the steering angle. The operation amount of the steering unit may also include the steering torque. The accelerator sensor detects the operation amount of the accelerator operation unit by the driver. The operation amount of the accelerator operation unit includes, for example, the depression amount of the accelerator pedal. The brake sensor detects the operation amount of the brake operation unit by the driver. The operation amount of the brake operation unit includes, for example, the depression amount of the brake pedal. The brake sensor may be configured to detect the master cylinder pressure of the hydraulic brake system. The operation amounts of the accelerator operation unit and the brake operation unit may include the depression speed. The driving operation detection unit 24 transmits the operation amount information regarding the detected operation amount of the driver to the automatic driving ECU 30.

[0026] The map database 25 is a database that stores map information. The map database 25 is formed, for example, in a storage device such as an HDD mounted on the target vehicle 2. The map information includes road position information, road shape information (e.g., curvature information), intersection and branch point position information, etc. The map information may include traffic regulation information such as a legal speed associated with the position information. The map information may include object information used for recognizing the position of the target vehicle 2 on the map. The objects can include lane demarcation lines, traffic lights, guardrails, road markings, etc. The map database 25 may be configured as a server (not limited to the information processing server 10) that can communicate with the target vehicle 2.

[0027] The communication unit 26 is a communication device that controls wireless communication with the outside of the target vehicle 2. It transmits and receives various information via the network N. The communication unit 26 transmits various information to the information processing server 10 in response to a signal from the automatic driving ECU 30.

[0028] The HMI 27 is an interface for inputting and outputting information between the automatic driving ECU 30 and the driver or passengers. The HMI 27 includes, for example, a display, a speaker, etc. provided in the vehicle interior. The HMI 27 outputs an image on the display and outputs sound from the speaker in response to a control signal from the automatic driving ECU 30.

[0029] The actuator 28 is a device used for controlling the target vehicle 2. The actuator 28 includes at least a drive actuator, a brake actuator, and a steering actuator. The drive actuator controls the amount of air supplied to the engine (throttle opening) according to a control signal from the automatic driving ECU 30, and controls the driving force of the target vehicle 2. When the target vehicle 2 is a hybrid vehicle, in addition to the amount of air supplied to the engine, a control signal from the automatic driving ECU 30 is input to the motor as a power source, and the driving force is controlled. When the target vehicle 2 is an electric vehicle, a control signal from the automatic driving ECU 30 is input to the motor as a power source, and the driving force is controlled. The motor as a power source in these cases constitutes the actuator 28.

[0030] The brake actuator controls the brake system according to a control signal from the automatic driving ECU 30, and controls the braking force applied to the wheels of the target vehicle 2. As the brake system, for example, a hydraulic brake system can be used. The steering actuator controls the drive of the assist motor that controls the steering torque in the electric power steering system according to a control signal from the automatic driving ECU 30. Thereby, the steering actuator controls the steering torque of the target vehicle 2.

[0031] Next, the functional configuration of the automatic driving ECU 30 will be described. As shown in FIG. 3, the automatic driving ECU 30 has a target vehicle data acquisition unit 31, a route generation unit 32, and an automatic driving control unit (driving support device) 33. Note that a part of the functions of the automatic driving ECU 30 described below may be executed in a server (not limited to the information processing server 10) that can communicate with the target vehicle 2.

[0032] The target vehicle data acquisition unit 31 acquires target vehicle data which is data related to the target vehicle 2. The target vehicle data includes the position information of the target vehicle 2 on the map and the driving state of the target vehicle 2. The target vehicle data may include the external environment of the target vehicle 2 or the route on which the target vehicle 2 travels. The target vehicle data may include the driving operation information by the driver of the target vehicle 2 and the vehicle state of the target vehicle 2. The target vehicle data acquisition unit 31 transmits the acquired target vehicle data to the information processing server 10.

[0033] The target vehicle data acquisition unit 31 includes a vehicle position acquisition unit 31a, an external environment recognition unit 31b, a driving state recognition unit 31c, a driving operation information acquisition unit 31d, and a vehicle state recognition unit 31e.

[0034] The vehicle position acquisition unit 31a acquires the position information of the target vehicle 2 on the map based on the position information of the GPS reception unit 21 and the map information of the map database 25. Further, the vehicle position acquisition unit 31a may acquire the position information of the target vehicle 2 by the SLAM [Simultaneous Localization and Mapping] technology using the landmark information included in the map information of the map database 25 and the detection result of the external sensor 22. The vehicle position acquisition unit 31a may recognize the lateral position of the target vehicle 2 with respect to the lane (the position of the target vehicle 2 in the lane width direction) from the positional relationship between the lane dividing line and the target vehicle 2 and include it in the position information. The vehicle position acquisition unit 31a may also acquire the position information of the target vehicle 2 on the map by other well-known methods.

[0035] The external environment recognition unit 31b recognizes the external environment of the target vehicle 2 based on the detection results of the external sensor 22. The external environment includes the relative positions of surrounding objects with respect to the target vehicle 2. The external environment may include the relative speeds and moving directions of surrounding objects with respect to the target vehicle 2. The external environment may include the types of objects such as other vehicles, pedestrians, and bicycles. The type of an object can be identified by a well-known method such as pattern matching. The external environment may include the result of lane line recognition (white line recognition) around the target vehicle 2. The external environment may include the outside air temperature and may include the weather.

[0036] The driving state recognition unit 31c recognizes the driving state of the target vehicle 2 based on the detection results of the internal sensor 23. The driving state includes the vehicle speed of the target vehicle 2 and the yaw rate of the target vehicle 2. The driving state may include the acceleration of the target vehicle 2. Specifically, the driving state recognition unit 31c recognizes the vehicle speed of the target vehicle 2 based on the vehicle speed information of the vehicle speed sensor. The driving state recognition unit 31c recognizes the acceleration of the target vehicle 2 based on the vehicle speed information of the acceleration sensor. The driving state recognition unit 31c recognizes the orientation of the target vehicle 2 based on the yaw rate information of the yaw rate sensor.

[0037] The driving operation information acquisition unit 31d acquires the driving operation information of the target vehicle 2 based on the detection results of the driving operation detection unit 24. The driving operation information includes at least one of, for example, the accelerator operation amount, the brake operation amount, and the steering amount of the driver.

[0038] When the target vehicle 2 has a personal authentication function, the driving operation information acquisition unit 31d stores the driving operation history for each personally authenticated driver. The driving operation history may be associated with the external environment and the driving state of the target vehicle 2. The automatic driving ECU 30 does not necessarily have to have the driving operation information acquisition unit 31d. In this case, the driving operation detection unit 24 is also unnecessary.

[0039] The vehicle state recognition unit 31e recognizes the vehicle state of the target vehicle 2 based on the detection results of the internal sensor 23. The vehicle state may include the tire air pressure. The vehicle state may include the wiper operation state, the lighting device state, and may also include the failure state of the target vehicle 2. The automatic driving ECU 30 does not necessarily have to have the vehicle state recognition unit 31e.

[0040] The route generation unit 32 generates a route [trajectory] for the automatic driving of the target vehicle 2. The route generation unit 32 generates an automatic driving route based on a preset driving route, map information, the position of the target vehicle 2 on the map, the external environment of the target vehicle 2, and the driving state of the target vehicle 2.

[0041] The driving route is the route that the target vehicle 2 travels in automatic driving. The route generation unit 32 obtains an automatic driving route based on, for example, the destination, map information, and the position of the target vehicle 2 on the map. The driving route may be set by a well-known navigation system. The destination may be set by the occupant of the target vehicle 2, or may be automatically proposed by the automatic driving ECU 30 or the navigation system.

[0042] The route includes the path that the vehicle travels in automatic driving and the vehicle speed profile in automatic driving. The path is the planned trajectory that the vehicle in automatic driving travels on the driving route. The path can be, for example, data on the change in the steering angle of the target vehicle 2 according to the position on the driving route (steering angle profile). The position on the driving route is, for example, a set longitudinal position set at predetermined intervals (e.g., 1 m) in the traveling direction of the driving route. The steering angle profile is data in which the target steering angle is associated with each set longitudinal position.

[0043] The route generation unit 32 generates a path that the vehicle travels based on, for example, the driving route, map information, the external environment of the target vehicle 2, and the driving state of the target vehicle 2. The route generation unit 32 generates a path so that, for example, the target vehicle 2 passes through the center of the lane included in the driving route (the center in the lane width direction).

[0044] Instead of the steering angle profile, a steering torque profile in which a target steering torque is associated with each set longitudinal position may be used. Further, instead of the steering angle profile, a lateral position profile in which a target lateral position is associated with each set longitudinal position may be used. The target lateral position is the target position in the width direction of the lane. In this case, the set longitudinal position and the target lateral position may be set together as one position coordinate.

[0045] The vehicle speed profile is, for example, data in which a target vehicle speed is associated with each set longitudinal position. Note that the set longitudinal position may be set based on the travel time of the vehicle rather than the distance. The set longitudinal position may be set as the position the vehicle reaches after 1 second or the position the vehicle reaches after 2 seconds.

[0046] The route generation unit 32 generates a vehicle speed profile based on, for example, a route and speed-related information such as the legal speed included in the map information. Instead of the legal speed, a set speed preset for a position or section on the map may be used. The route generation unit 32 generates an automatic driving route from the route and the vehicle speed profile. Note that the method for generating the route in the route generation unit 32 is not limited to the above-described content, and other well-known methods can be adopted.

[0047] The automatic driving control unit 33 executes the automatic driving of the target vehicle 2. The automatic driving control unit 33 executes the automatic driving of the target vehicle 2 based on, for example, the external environment of the target vehicle 2, the driving state of the target vehicle 2, and the route generated by the route generation unit 32. The automatic driving control unit 33 performs the automatic driving of the target vehicle 2 by transmitting a control signal to the actuator 28.

[0048] Further, when the automatic driving control unit 33 acquires vehicle support content from the information processing server 10, the automatic driving control unit 33 performs driving support for the target vehicle 2 based on the acquired vehicle support content. Details of the driving support for the target vehicle 2 based on the vehicle support content performed by the automatic driving control unit 33 will be described later.

[0049] <Configuration of Information Processing Server> The information processing server 10 is provided in a facility such as an information management center, for example, and is configured to be communicable with the target vehicle 2. FIG. 4 is a block diagram showing an example of the configuration of the information processing server 10. The information processing server 10 shown in FIG. 4 is configured as a general computer including a processor 11, a storage unit 12, a communication unit 13, and a user interface 14.

[0050] The processor 11 operates, for example, an operating system to control the information processing server 10. The processor 11 is an arithmetic unit such as a CPU [Central Processing Unit] including a control device, an arithmetic device, a register, and the like. The processor 11 supervises the storage unit 12, the communication unit 13, and the user interface 14. The storage unit 12 is configured to include at least one of a memory and a storage. The memory is a recording medium such as a ROM [Read Only Memory] or a RAM [Random Access Memory]. The storage is a recording medium such as an HDD [Hard Disk Drive]. The storage unit 12 may be integrated with the storage database 16 described later.

[0051] The communication unit 13 is a communication device for performing communication via the network N. For the communication unit 13, a network device, a network controller, a network card, or the like can be used. The user interface 14 is a device including output devices such as a display and a speaker, and input devices such as a touch panel. Note that the information processing server 10 does not necessarily have to be provided in a facility and may be mounted on a moving body such as a vehicle or a ship.

[0052] Further, the information processing server 10 is connected to a map database 15 and a storage database 16. The map database 15 is a database that stores map information. In addition, the map database 15 stores information on meshes (map meshes) preset on the map. Details of the meshes will be described later. The storage database 16 is a database for storing unstable behavior position information and the like. The storage database 16 can have the same configuration as a well-known database of an HDD. Note that the storage database 16 may be provided in a facility or the like separated from the information processing server 10. The map database 15 and the storage database 16 may be integrated.

[0053] Next, the functional configuration of the processor 11 will be described. As shown in FIG. 4, the processor 11 includes a target vehicle data recognition unit 11a, an unstable behavior position recognition unit 11b, a situation determination unit 11c, a travel data acquisition unit 11d, an occurrence count unit 11e, a mesh expansion unit 11f, a reproduction frequency measurement unit 11g, a remaining time setting unit 11h, a storage processing unit 11j, and a vehicle support unit 11k.

[0054] The target vehicle data recognition unit 11a recognizes the target vehicle data transmitted from the target vehicle 2. The target vehicle data includes the position information of the target vehicle 2 on the map and the driving state of the target vehicle 2. The target vehicle data may include the external environment of the target vehicle 2 or the route on which the target vehicle 2 travels.

[0055] The unstable behavior position recognition unit 11b recognizes an unstable behavior position, which is the position on the map where the target vehicle 2 has an unstable behavior, based on the target vehicle data recognized by the target vehicle data recognition unit 11a. The unstable behavior position recognition unit 11b recognizes the unstable behavior position in association with time. An unstable behavior is a behavior of a vehicle that makes the driving of the vehicle unstable. Unstable behaviors include, for example, slips. Unstable behaviors may include sudden deceleration or sudden steering angle changes. Unstable behaviors may include lane departure of the target vehicle 2 or excessive approach of the target vehicle 2 to a structure (such as a guardrail).

[0056] First, the determination of unstable behavior will be described. The unstable behavior position recognition unit 11b determines whether the target vehicle 2 has exhibited unstable behavior based on the target vehicle data. The unstable behavior position recognition unit 11b determines, for example, that the target vehicle 2 has slipped as unstable behavior based on at least one of the acceleration detected by the acceleration sensor (longitudinal acceleration and lateral acceleration), the wheel speeds of each wheel detected by the wheel speed sensor, the yaw rate detected by the yaw rate sensor, the steering angle of the driver detected by the steering sensor, the brake operation amount of the driver detected by the brake sensor, and the brake pressure of the brake pressure sensor. Instead of the brake operation amount of the brake sensor, the master cylinder pressure of the hydraulic brake system may be used.

[0057] As the determination of slip, the unstable behavior position recognition unit 11b may use the operation start condition of a well-known antilock brake system [ABS: Antilock Brake System]. For example, in an antilock brake system, as an example, when a wheel considered to be locked is identified by comparing the wheel speed of each wheel with the estimated vehicle body speed, it operates. The estimated vehicle body speed may be obtained from the wheel speeds of each wheel until slipping occurs, or may be obtained from the change in acceleration until slipping occurs.

[0058] Further, as the determination of slip, the unstable behavior position recognition unit 11b may use the operation start condition of a well-known vehicle stability control system [VSC: Vehicle Stability Control], or may use the operation start condition of a well-known traction control [TRC: Traction Control System]. Traction control can also be made to operate when a wheel that is spinning is identified by comparing the wheel speed of each wheel with the estimated vehicle body speed. The unstable behavior position recognition unit 11b may determine the slip of the target vehicle 2 by other well-known methods.

[0059] The unstable behavior position recognition unit 11b may determine whether or not the target vehicle 2 has suddenly decelerated as an unstable behavior based on the deceleration detected by the acceleration sensor. In this case, for example, when the absolute value of the deceleration becomes equal to or greater than the sudden deceleration threshold value, the unstable behavior position recognition unit 11b determines that the target vehicle 2 has suddenly decelerated. The sudden deceleration threshold value is a threshold value of a preset value. Hereinafter, the threshold value used in the description means a threshold value of a preset value.

[0060] The unstable behavior position recognition unit 11b may determine whether or not a sudden steering angle change has occurred in the target vehicle 2 as an unstable behavior based on the yaw rate detected by the yaw rate sensor. In this case, for example, when the yaw rate becomes equal to or greater than the steering angle change threshold value, the unstable behavior position recognition unit 11b determines that a sudden steering angle change has occurred in the target vehicle 2. Note that the tire slip angle may be used instead of the yaw rate.

[0061] When the turn signal is not lit, the unstable behavior position recognition unit 11b may determine whether or not the target vehicle 2 has deviated from the lane as an unstable behavior based on the lateral position of the target vehicle 2 or the external environment of the target vehicle 2. In this case, for example, the unstable behavior position recognition unit 11b determines lane departure from the lateral position of the target vehicle 2. Alternatively, when the unstable behavior position recognition unit 11b recognizes that the target vehicle 2 has straddled the lane demarcation line from the external environment of the target vehicle 2, it may determine lane departure.

[0062] The unstable behavior position recognition unit 11b may determine whether or not the target vehicle 2 has made an excessive approach to an object as an unstable behavior based on the driving state of the target vehicle 2 and the external environment of the target vehicle 2. In this case, since the unstable behavior position recognition unit 11b does not consider a small distance between the target vehicle 2 and an object as an unstable behavior when the target vehicle 2 is traveling at a low speed, when the vehicle speed of the target vehicle 2 is equal to or greater than the vehicle speed threshold value and the time to collision [TTC: Time To Collision] between the target vehicle 2 and the object is equal to or less than the TTC threshold value, the unstable behavior position recognition unit 11b determines that the target vehicle 2 has made an excessive approach to the object. Instead of the time to collision, the time headway [THW: Time Headway] or the distance may be used.

[0063] The determination of whether or not the target vehicle 2 has become unstable may be performed each time target vehicle data is acquired, or may be performed collectively at regular time intervals or within a certain period. The determination of whether or not the target vehicle 2 has become unstable may also be performed while the target vehicle 2 is stopped.

[0064] Subsequently, the recognition of the unstable behavior position will be described. The unstable behavior position is the position of the target vehicle 2 on the map when the target vehicle 2 becomes unstable. When it is determined that the target vehicle 2 has become unstable, the unstable behavior position recognition unit 11b recognizes the unstable behavior position.

[0065] The unstable behavior position recognition unit 11b recognizes the unstable behavior position based on the position information of the target vehicle 2 on the map when it is determined that the target vehicle 2 has become unstable. The unstable behavior position is recognized separately for each lane. When the unstable behavior is lane departure, the unstable behavior position may be the position on the driving lane before lane departure or the position on the lane dividing line.

[0066] Note that the unstable behavior position may be recognized as an interval or an area instead of a point on the map. When the target vehicle 2 slides while slipping, the unstable behavior position recognition unit 11b may use the start position of the slip as the unstable behavior position, or may recognize the entire section in which the target vehicle 2 moves while being determined to be slipping as the unstable behavior position. The same applies to other unstable behaviors.

[0067] Based on the presence or absence of unstable behavior of a plurality of target vehicles 2 at the unstable behavior position recognized by the unstable behavior position recognition unit 11b, the situation determination unit 11c determines whether the unstable behavior position is a continuous occurrence situation or a non - continuous situation.

[0068] The situation determination unit 11c determines whether or not the target vehicle 2 has passed through the unstable behavior position based on, for example, the target vehicle data recognized by the target vehicle data recognition unit 11a and the unstable behavior position recognized by the unstable behavior position recognition unit 11b. When the situation determination unit 11c determines that the target vehicle 2 has passed through the unstable behavior position, it determines whether the unstable behavior position is in a continuous occurrence situation or a non - continuous situation based on the presence or absence of the unstable behavior of the target vehicle 2. Note that the situation determination unit 11c may perform the above determination by batch - processing a plurality of pieces of target vehicle data for each fixed period.

[0069] The continuous occurrence situation is a situation where unstable behaviors occur continuously. In the case of the continuous occurrence situation, it can be considered that the possibility of the unstable behavior being caused by the individual vehicle factors of the target vehicle 2 is reduced, and the possibility of the unstable behavior being caused by external factors such as the road environment is increased. The non - continuous situation is a situation that is not the continuous occurrence situation. In the case of the non - continuous situation, it can be considered that the possibility of the unstable behavior being caused by the individual vehicle factors of the target vehicle 2 is increased. When the situation determination unit 11c does not determine that the unstable behavior position is in the continuous occurrence situation, it determines that the unstable behavior position is in the non - continuous situation.

[0070] FIG. 5(a) is a diagram for explaining an example of the continuous occurrence situation. As shown in FIG. 5(a), as an example, when two target vehicles 2A and 2B become unstable continuously at the unstable behavior position D, the situation determination unit 11c determines that the unstable behavior position is in the continuous occurrence situation. FIG. 5(b) is a diagram for explaining an example of the non - continuous situation. As shown in FIG. 5(b), even if the target vehicle 2A becomes unstable at the unstable behavior position D, when the subsequent target vehicle 2B passes through without becoming unstable, the situation determination unit 11c may determine that the unstable behavior position is in the non - continuous situation.

[0071] Note that the situation determined as the continuous occurrence situation is not limited to the situation in Fig. 5(a). When three target vehicles 2A to 2C become unstable continuously, the situation determination unit 11c may determine that the unstable behavior position D is a continuous occurrence situation. When four or more target vehicles 2 become unstable continuously, the situation determination unit 11c may determine that the unstable behavior position D is a continuous occurrence situation. When all of the multiple target vehicles 2 passing through the unstable behavior position D become unstable within a certain time, the situation determination unit 11c may determine that the unstable behavior position D is a continuous occurrence situation.

[0072] Even if there is one target vehicle 2 that does not become unstable, if the target vehicles 2 before and after it become unstable, the situation determination unit 11c may determine that the unstable behavior position D is a continuous occurrence situation. Specifically, even if the middle target vehicle 2B among the three target vehicles 2A to 2C passes through the unstable behavior position D without becoming unstable, if the target vehicle 2A and the target vehicle 2C become unstable, the situation determination unit 11c may determine that the unstable behavior position D is a continuous occurrence situation. Alternatively, even if there are multiple target vehicles 2 that do not become unstable, if the number of target vehicles 2 that become unstable within a certain time is equal to or greater than a threshold value, the situation determination unit 11c may determine that the unstable behavior position D is a continuous occurrence situation.

[0073] The situation determination unit 11c may further classify the continuous occurrence situation and the non - continuous situation by more detailed classification. Here, Fig. 6(a) is a table for explaining an example of the scene classification of unstable behavior. As shown in Fig. 6(a), by paying attention to the two target vehicles 2 in front of and behind the unstable behavior position and classifying them according to the presence or absence of unstable behavior, four scene classifications can be performed.

[0074] In Fig. 6(a), when both the preceding target vehicle 2 and the following target vehicle 2 exhibit unstable behavior, it is defined as Scene 1; when only the preceding target vehicle 2 exhibits unstable behavior, it is defined as Scene 2; when only the following target vehicle 2 exhibits unstable behavior, it is defined as Scene 3; and when neither the preceding target vehicle 2 nor the following target vehicle 2 exhibits unstable behavior, it is defined as Scene 4. For example, Scene 1 corresponds to a continuous occurrence situation, and Scenes 2 to 4 correspond to non - continuous situations.

[0075] Fig. 6(b) is a diagram for explaining an example of scene classification of unstable behavior. It is assumed that the target vehicles 2A to 2F passed through the same unstable behavior position in this order. In Fig. 6(b), among the target vehicles 2A to 2E, only the target vehicles 2B and 2C exhibit unstable behavior, and the rest pass through the unstable behavior position without exhibiting unstable behavior.

[0076] Focusing on the two target vehicles 2A and 2B in Fig. 6(b), it corresponds to Scene 3 where only the following target vehicle 2B exhibits unstable behavior. Focusing on the two target vehicles 2B and 2C, it corresponds to Scene 1 where both the preceding target vehicle 2B and the following target vehicle 2C exhibit unstable behavior. Focusing on the two target vehicles 2C and 2D, it corresponds to Scene 2 where only the preceding target vehicle 2C exhibits unstable behavior. Focusing on the two target vehicles 2D and 2E, it corresponds to Scene 4 where neither of the target vehicles 2 exhibits unstable behavior. Thus, the situation determination unit 11c may perform determination to classify Scenes 1 to 4.

[0077] The occurrence count unit 11e counts the number of occurrences of the unstable behavior position within a predetermined period in a mesh set in advance on the map based on the information of the meshes on the map stored in the map database 15 and the unstable behavior position recognized by the unstable behavior position recognition unit 11b. The occurrence count unit 11e may count only the unstable behavior positions determined to be in a continuous occurrence situation by the situation determination unit 11c.

[0078] A mesh is an area preset for a map. The position of the mesh and the mesh range (the size of the mesh) are associated with the mesh. The mesh is used, for example, to collectively manage a plurality of unstable behavior positions. The management also includes appropriately performing vehicle support according to the mesh with the vehicle support content (service content) described later. Information regarding the mesh is stored in the map database 15.

[0079] Here, FIG. 7 is a diagram showing an example of a mesh. Mesh 50 is shown in FIG. 7. In FIG. 7, it is assumed that unstable behavior occurs as the same slip due to road surface freezing within mesh 50. In this case, the position where slip occurs in the target vehicle 2A (unstable behavior position D) and the position where slip occurs in the subsequent target vehicle 2B (unstable behavior position D) are not necessarily the same position. It is conceivable that the unstable behavior position D varies due to differences in the vehicle speeds of the target vehicle 2A and the target vehicle 2B. Even in such a case, by using the mesh 50, the unstable behavior position D caused by the target vehicle 2A and the unstable behavior position D caused by the target vehicle 2B can be collectively managed, and the management can be made more efficient compared to when the unstable behavior position D is managed individually. Also, by utilizing the mesh 50 in accordance with the vehicle support content described later, appropriate driving support for the target vehicle 2 can be realized.

[0080] FIG. 8 is a diagram showing an example of the mesh 50 set for the map. As shown in FIG. 8, the mesh 50 is configured to include a plurality of meshes 50A to 50N and the like.

[0081] The shapes of the meshes 50A to 50N are square as an example. The meshes 50A to 50N may be rectangular, circular or elliptical, or may be polygonal such as hexagonal. The shapes of the meshes 50A to 50N are not particularly limited. The sizes of the meshes 50A to 50N are also not particularly limited. The meshes 50A to 50N may be set as an area with a size of 30 meters square on the map, or may be set as an area with a size of 1 kilometer square.

[0082] The plurality of meshes 50A to 50N may be set to overlap each other, or may be separated from each other. The arrangement of the meshes 50A to 50N is not particularly limited and is arbitrary. The meshes 50A to 50N may be arranged in a grid pattern, or may be set based on nodes, intersections, traffic lights, and various landmarks on a map. The meshes 50A to 50N may be set as sections on a road at a certain distance.

[0083] The predetermined period used by the occurrence count section 11e may be 1 hour, 3 hours, or 6 hours. The predetermined period may be 1 day, 3 days, or 1 week. The predetermined period is not particularly limited. When the mesh 50 corresponds to the vehicle support content described later, the predetermined period may be determined for each mesh 50 according to the vehicle support content.

[0084] FIG. 9 is a diagram for explaining the number of occurrences of the unstable behavior position D within the mesh 50A. In the situation shown in FIG. 9, the occurrence count section 11e counts the number of occurrences of the unstable behavior position D within the mesh 50A as 3.

[0085] The mesh enlarging section 11f enlarges the size of the mesh 50 so that the number of occurrences of the unstable behavior position within the predetermined period counted by the occurrence count section 11e is equal to or greater than the first threshold value. The value of the first threshold is not particularly limited. The first threshold may be 5, 10, or a value of 11 or more. The first threshold may be 50 or 100. That is, the mesh 50 is set to include a predetermined number of unstable behavior positions.

[0086] The enlargement of the mesh 50 may be performed as a quantitative increase in area, or may be performed as an increase in area by a certain ratio with respect to the area before enlargement. The mesh 50 may be enlarged so as to expand outward with reference to the center position of the current mesh 50, or may be enlarged so as to extend along the main roads within the mesh 50. The method of enlarging the mesh 50 is not particularly limited.

[0087] FIG. 10 is a diagram for explaining the enlargement of mesh 50A. FIG. 10 shows a situation where the enlargement process of mesh 50A is performed from the situation shown in FIG. 9. Since the number of unstable behavior positions D in mesh 50A counted by the occurrence count unit 11e is less than a certain threshold value (for example, 5) in the situation shown in FIG. 9, the mesh enlargement unit 11f enlarges mesh 50A so that the number of unstable behavior positions D becomes equal to or greater than the certain threshold value. In FIG. 10, since the number of unstable behavior positions D in mesh 50A has become equal to or greater than the certain threshold value, the mesh enlargement unit 11f ends the enlargement of mesh 50A.

[0088] The mesh enlargement unit 11f may perform an enlargement process so that the number of occurrences of unstable behavior positions within a predetermined period for each of meshes 50A to 50N includes the first threshold value or more. The mesh enlargement unit 11f may perform an enlargement process so that the number of occurrences of unstable behavior positions within a predetermined period includes the first threshold value or more, targeting only the meshes including at least one unstable behavior position D among meshes 50A to 50N. The mesh enlargement unit 11f may target only the meshes including a certain number or more of unstable behavior positions D among meshes 50A to 50N.

[0089] When the mesh enlargement unit 11f enlarges the mesh up to a predetermined upper limit value without the number of occurrences of unstable behavior positions within a predetermined period including the first threshold value or more, the mesh enlargement unit 11f ends the enlargement of the mesh. The upper limit value can be set to any value. The upper limit value may be an area or the number of enlargement times.

[0090] The mesh enlargement unit 11f may perform mesh division when a preset mesh division condition is satisfied. The mesh enlargement unit 11f counts the number of intermittent operations for each mesh, for example, for use in determining the mesh division condition.

[0091] The number of intermittent operations is the number of intermittent operations that occur due to multiple unstable behaviors during the same trip of the same target vehicle 2 within the mesh. The mesh expansion section 11f counts the number of intermittent operations based on the target vehicle data, the unstable behavior position, and the mesh. Even if it is the same target vehicle 2, if it is traveling in a different direction, it is not counted as the number of intermittent operations. The number of intermittent operations is counted as one intermittent operation whether the same target vehicle 2 slips three times or five times within the same mesh.

[0092] When the number of intermittent operations of the mesh is equal to or greater than the intermittent operation threshold value and the interval between multiple unstable behaviors in the intermittent operation by the same target vehicle 2 is equal to or greater than a certain distance, the mesh division condition is determined to be satisfied. The interval between multiple unstable behaviors in the intermittent operation is the distance between the occurrence positions of multiple unstable behaviors counted as the number of intermittent operations within the mesh.

[0093] The mesh expansion section 11f divides the mesh so that the occurrence positions of multiple unstable behaviors in intermittent operations that are separated by a certain distance or more are each included. The size (mesh size) of the mesh is reduced by the division. The mesh expansion section 11f may divide the mesh equally from the center, or may divide the mesh so that the number of unstable behavior positions is the same according to the distribution of the unstable behavior positions. The mesh division method is not particularly limited. When the number of intermittent operations in the mesh is large and the interval between multiple unstable behaviors in the intermittent operation by the same target vehicle 2 is separated by a certain distance or more, it is possible that the unstable behaviors are caused by different reasons. Therefore, by dividing the mesh, vehicle support according to the cause of each unstable behavior can be realized.

[0094] The reproduction frequency measurement unit 11g measures the reproduction frequency of unstable behaviors within the reproduction frequency measurement area based on the unstable behavior positions recognized by the unstable behavior position recognition unit 11b. The reproduction frequency measurement area is an area preset to include at least one mesh. The reproduction frequency measurement area may be set according to the regions of local governments such as prefectures, cities, towns, and villages. The reproduction frequency measurement area may be an area including the meshes 50A to 50N in FIG. 8 (for example, an area integrating the meshes 50A to 50N).

[0095] The reproduction frequency measurement area may be set as an independent area regardless of the expansion of the mesh, or the area may be expanded to include the originally included meshes in accordance with the expansion of the mesh. The reproduction frequency measurement area may be set as the same area as one mesh. In this case, the mesh can be directly used as the reproduction frequency measurement area. The reproduction frequency measurement area is preset in association with a map in, for example, the map database 15 or the storage database 16.

[0096] The reproduction frequency is the number of reproductions of unstable behaviors during a certain investigation period. The certain period is not particularly limited. The certain period may be 1 day, 1 week, or 1 month. The number of reproductions corresponds to, for example, scene 1 determined by the situation determination unit 11c.

[0097] When a sufficient number of scenes 1 are not detected for the reproduction frequency measurement unit 11g to measure the reproduction frequency, the investigation period is set to a long period (for example, a period 0.5 months longer) to ensure the number of scenes 1. The reproduction frequency measurement unit 11g repeats the extension of the investigation period until a sufficient number of unstable behavior positions are gathered. The sufficient number is, for example, a number equal to or greater than a preset threshold value.

[0098] Note that when a sufficient number of scenes 1 are not detected even if the investigation period exceeds a preset upper limit, the reproduction frequency measurement unit 11g does not set the remaining time as an unavailable period. Also, the reproduction frequency measurement unit 11g may measure the reproduction frequency with the number of simply repeated unstable behavior positions as the reproduction number instead of scene 1.

[0099] The reproduction frequency measurement unit 11g determines an unstable behavior position where the reproduction frequency is equal to or higher than the reproduction frequency threshold as a point with reproduction. The reproduction frequency measurement unit 11g determines an unstable behavior position where the reproduction frequency is less than the reproduction frequency threshold as a point without reproduction. The reproduction frequency measurement unit 11g may determine an unstable behavior position where the number of reproductions is equal to or higher than the number of reproductions threshold instead of the reproduction frequency as a point with reproduction.

[0100] The remaining time setting unit 11h sets the remaining time of the unstable behavior position within the mesh. The remaining time is the remaining time for using the unstable behavior position for vehicle assistance. The remaining time setting unit 11h sets the remaining time of the unstable behavior position within the reproduction frequency measurement area based on the reproduction frequency of the unstable behavior within the reproduction frequency measurement area measured by the reproduction frequency measurement unit 11g.

[0101] The remaining time setting unit 11h measures, for example, the duration during which the state where the reproduction frequency within the reproduction frequency measurement area is equal to or higher than a certain threshold continues. When the average value of the duration is, for example, three hours, the remaining time of the unstable behavior position within the reproduction frequency measurement area is set to three hours. Instead of the average value of the duration, the median value may be used, or the remaining time may be determined using a predetermined arithmetic formula from the duration.

[0102] In addition, the remaining time setting unit 11h may set the remaining time of the unstable behavior position to a longer time as the reproduction frequency of the unstable behavior is higher. When the reproduction frequency of the unstable behavior is equal to or higher than a certain threshold, the remaining time setting unit 11h may set the remaining time of the unstable behavior position within the reproduction frequency measurement area to a longer time compared to the case where the reproduction frequency of the unstable behavior is less than the certain threshold. The remaining time setting unit 11h may set the remaining time stepwise using a plurality of thresholds. When the value of the reproduction frequency changes due to new measurement, the remaining time setting unit 11h may extend or shorten the remaining time.

[0103] The memory processing unit 11j stores the unstable behavior position information regarding the unstable behavior position recognized by the unstable behavior position recognition unit 11b in the memory database 16. The memory processing unit 11j stores in the memory database 16 by associating the mesh stored in the map database 15 with the unstable behavior position within the mesh. When the mesh enlargement process is performed by the mesh enlargement unit 11f, the memory processing unit 11j updates the memory database 16 by associating the enlarged mesh with the unstable behavior position within the mesh. Also, the memory processing unit 11j may be configured to update the map database 15 for the enlarged mesh as well.

[0104] When the determination by the situation determination unit 11c is made, the memory processing unit 11j may store in the memory database 16 by associating the unstable behavior position with the determination result of the situation determination unit 11c.

[0105] Also, the memory processing unit 11j stores in the memory database 16 by associating the remaining time of the unstable behavior position set by the remaining time setting unit 11h with the unstable behavior position within the mesh. The memory processing unit 11j may delete the information of the unstable behavior position for which the remaining time has elapsed from the memory database 16. Note that the deletion of the information of the unstable behavior position after the remaining time has elapsed is not essential.

[0106] The vehicle support unit 11k provides various types of support to the target vehicle 2 through information notification and instructions. The vehicle support unit 11k provides various types of support to the target vehicle 2 via the communication unit 13. Here, for each of the unstable behavior positions, the vehicle support unit 11k generates vehicle support content in which the mesh range of the mesh including the unstable behavior position is associated with the remaining time of the support at the unstable behavior position. The vehicle support unit 11k provides various types of support by transmitting the generated vehicle support content to the target vehicle 2. The vehicle support content transmitted by the vehicle support unit 11k is content for suppressing the target vehicle 2 from exhibiting unstable behavior at the unstable behavior position. The vehicle support unit 11k generates, as vehicle support content, for example, a notification regarding the unstable behavior position, an instruction to change the driving route of the target vehicle 2, an instruction to cancel the automatic driving of the target vehicle 2 during automatic driving, etc. The vehicle support content (service content) is not particularly limited.

[0107] The vehicle support unit 11k determines, for example, based on the target vehicle data recognized by the target vehicle data recognition unit 11a and the stored content of the storage database 16, whether there is a target vehicle 2 heading towards a mesh including the unstable behavior position. The vehicle support unit 11k may treat unstable behavior positions with no remaining time as non-existent. In this case, it is not necessary to delete the unstable behavior positions with no remaining time from the storage database 16.

[0108] The vehicle support unit 11k determines that there is a target vehicle 2 heading towards the mesh, for example, when there is a mesh in front of the target vehicle 2 and the distance between the mesh and the target vehicle 2 becomes less than the threshold value. The determination may be made using the arrival time instead of the distance. When the vehicle support unit 11k has acquired information on the driving route of the target vehicle 2, the vehicle support unit 11k may determine that there is a target vehicle 2 heading towards the mesh when the driving route passes through the mesh. Otherwise, the vehicle support unit 11k may perform the above determination by a well-known method.

[0109] When the vehicle support unit 11k determines that there is a target vehicle 2 heading towards a mesh including an unstable behavior position, it transmits the vehicle support content generated for the unstable behavior position within the mesh to the target vehicle 2. For example, as the vehicle support content, the vehicle support unit 11k notifies the target vehicle 2 of information regarding the unstable behavior position associated with the mesh. The target vehicle 2 may notify the driver of the information regarding the unstable behavior position by image output such as text display and / or sound output via the HMI 27. Note that the target vehicle 2 does not necessarily need to notify the driver.

[0110] Further, the vehicle support unit 11k may perform vehicle support by transmitting the vehicle support content only when it determines that there is a target vehicle 2 heading towards a mesh including an unstable behavior position in a continuous occurrence situation. Even if the vehicle support unit 11k determines that there is a target vehicle 2 heading towards a mesh including only unstable behavior positions in a non - continuous situation, it may not perform vehicle support assuming that the possibility of the target vehicle 2 exhibiting unstable behavior is low.

[0111] Alternatively, the vehicle support unit 11k may change the vehicle support content based on the ratio of the unstable behavior positions in the continuous occurrence situation and the unstable behavior positions in the non - continuous situation included in the mesh. For example, when the ratio of the unstable behavior positions in the continuous occurrence situation is higher, the vehicle support unit 11k may instruct the target vehicle 2 to change the driving route so as to avoid the unstable behavior positions. When the ratio of the unstable behavior positions in the non - continuous situation is higher, the vehicle support unit 11k may only notify the target vehicle 2 of the unstable behavior position information.

[0112] Note that instead of determining for each unstable behavior position, it may be determined for each mesh whether it is a continuous occurrence situation or a non - continuous situation. The situation determination unit 11c may determine that the mesh is in a continuous occurrence situation when the number of unstable behavior positions in the continuous occurrence situation within the mesh is equal to or more than a certain threshold value. The situation determination unit 11c may also determine that the mesh is in a continuous occurrence situation when the ratio of the unstable behavior positions in the continuous occurrence situation is higher.

[0113] When the target vehicle 2 is in the autonomous driving state and it is determined that the mesh towards which the target vehicle 2 is heading is in a continuous generation situation, the vehicle support unit 11k may instruct the cancellation of the autonomous driving at the unstable behavior position together with the notification of the unstable behavior position information. By canceling the autonomous driving of the target vehicle 2 and shifting to manual driving by the driver, it is possible to avoid the target vehicle 2 becoming unstable within the mesh while in autonomous driving.

[0114] When it is determined that the mesh is in a continuous generation situation, the vehicle support unit 11k may notify the unstable behavior position information, and when it is determined that the mesh is in a non - continuous situation, it may not notify the unstable behavior position information. Thereby, it is possible to suppress the notification of unnecessary unstable behavior position information even when it cannot be said that the reproducibility of the unstable behavior is high.

[0115] The vehicle support unit 11k may change the vehicle support content according to the area of the mesh. The vehicle support unit 11k may lower the support level of the vehicle support as the area of the mesh is larger. It can be considered that the density of the unstable behavior positions within the mesh is lower as the area of the mesh is enlarged by the enlargement process. The support level of the vehicle support is, for example, highest for instructions to change the driving state (vehicle control instructions) such as deceleration instructions for the target vehicle 2, next highest for notifications (attention - calling) by text display and sound output, and lowest for notifications (information - providing) by text display only.

[0116] Specifically, the vehicle support unit 11k may change the support level of vehicle support by dividing the area of the mesh into three levels. For the target vehicle 2 heading towards the mesh in the first stage with the largest area, the vehicle support unit 11k may provide a notification (information provision) by text display of the unstable behavior position. For the target vehicle 2 heading towards the mesh in the intermediate second stage, the vehicle support unit 11k may provide a notification (attention arousal) by text display of the unstable behavior position and sound output. For the target vehicle 2 heading towards the mesh in the third stage with the smallest area, the vehicle support unit 11k may give an instruction to change the driving state, such as a deceleration instruction to the target vehicle 2 (vehicle control instruction). When giving a warning instruction, attention arousal by text display and sound output may be executed together. Note that instead of the area of the mesh, the number of times of mesh expansion processing may be used to change the vehicle support content.

[0117] <Driving Support Based on Vehicle Support Content> Next, the details of the driving support performed by the automatic driving control unit 33 of the target vehicle 2 based on the vehicle support content transmitted from the vehicle support unit 11k of the information processing server 10 will be described. As shown in FIG. 11, the automatic driving control unit 33 includes a support content acquisition unit 33a, a priority setting unit 33b, and a support execution unit 33c.

[0118] The support content acquisition unit 33a acquires the vehicle support content transmitted from the vehicle support unit 11k via the communication unit 26. When a plurality of vehicle support contents are transmitted from the information processing server 10, the support content acquisition unit 33a acquires each of these vehicle support contents. As described above, the vehicle support content is associated with the mesh range of the mesh and the remaining time of support at the unstable behavior position.

[0119] The priority setting unit 33b sets the execution priority for the acquired vehicle support content. When there is one acquired vehicle support content, the priority setting unit 33b sets this vehicle support content as the vehicle support content to be executed. Also, when a plurality of vehicle support contents are acquired, the priority setting unit 33b sets the priority for the vehicle support content based on the mesh range and the remaining time associated with each support content.

[0120] Regarding the setting of priority, in more detail, the priority setting unit 33b increases the priority as the mesh size becomes smaller compared to the case where the mesh size is larger. For example, as the mesh size becomes smaller, the activation location of the driving support is limited, and the opportunity to perform the driving support is more likely to be lost. Therefore, the priority setting unit 33b can make it easier to execute this vehicle driving support by increasing the priority when the mesh size is small and the opportunity to perform the driving support is likely to be lost.

[0121] Also, the priority setting unit 33b increases the priority as the remaining time of the support becomes shorter compared to the case where the remaining time is longer. For example, as the remaining time of the support becomes shorter, there is a tendency for the necessity of driving support to increase, such as the presence of other vehicles making unexpected movements or the presence of merging vehicles. On the other hand, as the remaining time of the support becomes longer, there is a tendency for the necessity of driving support to be lower compared to the case where the remaining time of the support is short, such as in a place where slip is likely to occur. Therefore, the priority setting unit 33b can make it easier to execute this vehicle driving support by increasing the priority when the remaining time of the support is short and the necessity of driving support tends to be high.

[0122] Also, for example, the priority setting unit 33b first increases the priority for vehicle support contents with shorter remaining support time. Next, when there are a plurality of vehicle support contents with the same remaining time (including the case where the time difference is within a predetermined time), the priority setting unit 33b increases the priority for vehicle support contents with a smaller mesh size among the vehicle support contents with the same remaining time.

[0123] That is, for example, as shown in FIG. 12, when the mesh size is small and the remaining time of assistance is short, the priority setting unit 33b sets the priority to the first. Note that the smaller the priority rank (the closer to the first rank), the higher the priority. When the mesh size is large and the remaining time of assistance is short, the priority setting unit 33b sets the priority to the second. When the mesh size is small and the remaining time of assistance is long, the priority setting unit 33b sets the priority to the third. When the mesh size is large and the remaining time of assistance is long, the priority setting unit 33b sets the priority to the fourth.

[0124] The assistance execution unit 33c determines the vehicle assistance content to be executed based on the priority of the vehicle assistance content set by the priority setting unit 33b. Then, the assistance execution unit 33c executes the driving assistance for the target vehicle 2 based on the determined vehicle assistance content. For example, the assistance execution unit 33c can perform the driving assistance in order from the vehicle assistance content with the highest priority.

[0125] For example, when the vehicle assistance content determined based on the priority is an instruction to cancel the automatic driving, the assistance execution unit 33c cancels the automatic driving at the unstable behavior position. In this case, the assistance execution unit 33c may notify the driver to shift to manual driving through the HMI 27.

[0126] Also, for example, when the vehicle assistance content determined based on the priority is an instruction such as a driving route change, the route generation unit 32 generates a route for automatically driving according to the determined vehicle assistance content. The assistance execution unit 33c drives the target vehicle 2 based on the route generated according to the vehicle assistance content as the driving assistance.

[0127] Note that the target vehicle 2 does not necessarily have to be an autonomous vehicle. In this case, the automatic driving control unit 33 of the target vehicle 2 does not have to execute the automatic driving of the target vehicle 2. The automatic driving ECU 30 of the target vehicle 2 may notify the driver of the unstable behavior position information or the like through the HMI 27 by the assistance content acquisition unit 33a, the priority setting unit 33b, and the assistance execution unit 33c.

[0128] In this way, the automatic driving control unit 33 functions as a driving support device that acquires vehicle support contents in which a mesh range and a remaining time of support are associated from the information processing server 10, and performs driving support for the vehicle based on the acquired vehicle support contents.

[0129] <Driving Support Method Based on Vehicle Support Contents> Next, a driving support method performed by the automatic driving control unit 33 based on the vehicle support contents will be described using the flowchart of FIG. 13. Here, when a plurality of vehicle support contents are acquired, the priority of the vehicle support contents is set, and the processing flow for performing driving support will be described.

[0130] As shown in FIG. 13, the support content acquisition unit 33a acquires a plurality of vehicle support contents from the vehicle support unit 11k of the information processing server 10 (S101). The priority setting unit 33b extracts the remaining time and the mesh range (mesh size) associated with the vehicle support content for each of the plurality of acquired vehicle support contents (S102).

[0131] The priority setting unit 33b increases the priority of the vehicle support content with a shorter remaining time (S103). Then, when the priority is assigned based on the remaining time, the priority setting unit 33b determines whether there are a plurality of vehicle support contents with the same remaining time (S104). If there are a plurality of vehicle support contents with the same remaining time (S104: YES), the priority setting unit 33b increases the priority of the vehicle support content with a smaller mesh size among the vehicle support contents with the same remaining time (S105). The support execution unit 33c determines the vehicle support content to be executed based on the set priority, and executes driving support for the target vehicle 2 (S106).

[0132] If there are not a plurality of vehicle support contents with the same remaining time (S104: NO), the support execution unit 33c determines the vehicle support content to be executed based on the priority set based on the remaining time, and executes driving support for the target vehicle 2 (S106).

[0133] As described above, when a plurality of vehicle support contents are acquired, the automatic driving control unit 33 can appropriately set the priorities of both support contents based on the mesh range and the remaining time. Then, the automatic driving control unit 33 can perform driving support for the target vehicle 2 based on the vehicle support content determined based on the priority.

[0134] For example, the priority setting unit 33b sets a higher priority for the vehicle support content as the remaining time is shorter. Thereby, the support execution unit 33c can respond in order from the vehicle support content with a short remaining time, that is, a high necessity for driving support. Also, for example, the priority setting unit 33b sets a higher priority for the vehicle support content as the size of the mesh is smaller. Thereby, the support execution unit 33c can suppress missing the opportunity for driving support even for vehicle support content with a small mesh size, that is, content for which it is easy to miss the opportunity for driving support.

[0135] The embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments. The present invention can be implemented in various forms with various changes and improvements based on the knowledge of those skilled in the art, including the above-described embodiments.

Explanation of Reference Numerals

[0136] 2... Target vehicle (vehicle), 10... Information processing server (server), 33... Automatic driving control unit (driving support device), 33a... Support content acquisition unit, 33b... Priority setting unit, 33c... Support execution unit, 50, 50A to 50N... Mesh (map mesh).

Claims

1. A driving support device that acquires vehicle support content in which a mesh range of a map mesh set to include a predetermined number of support-required positions and a remaining time of support at the support-required positions are associated from a server, and performs driving support for a vehicle based on the acquired vehicle support content, comprising: a support content acquisition unit that acquires the vehicle support content from the server; a priority setting unit that sets an execution priority for the acquired vehicle support content; a support execution unit that determines the vehicle support content to be executed based on the priority of the set vehicle support content, and executes driving support for the vehicle based on the determined vehicle support content; wherein the remaining time is set to be longer as the reproduction frequency of unstable behavior of the vehicle in a reproduction frequency measurement area set to include at least one of the map meshes is higher, as the remaining time of the support-required positions in the reproduction frequency measurement area; the priority setting unit when a plurality of the vehicle support contents are acquired, sets the priority for each of the vehicle support contents, and increases the priority as the remaining time associated with the vehicle support content is shorter compared to when the remaining time is long, and increases the priority as the size of the mesh range associated with the vehicle support content is smaller compared to when the size of the mesh range is large. A driving support device.

2. The driving support device according to claim 1, wherein the priority setting unit sets the priority based on the remaining time associated with the vehicle support content, and when there is vehicle support content with the same remaining time or a time difference within a predetermined time, sets the priority based on the mesh range, and when there is no vehicle support content with the same remaining time or a time difference within a predetermined time, does not set the priority based on the mesh range.

Images