JP2010272088A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device capable of performing appropriate driving support corresponding to a road type determined from information obtained by a navigation device.
A traveling road type determination unit 10 in a driving support ECU 1 of the present invention generates a navigation road type signal corresponding to a navigation information road type that is a road type of a traveling path of the host vehicle determined based on navigation information. . The driving support suppression unit 12 determines suppression of driving support based on the navigation road type signal and various signals output from the driving road type determination unit 10. In the support content determination part 11, the support content with respect to the own vehicle is determined. In addition, when a support suppression signal is output from the travel support suppression unit 12, the support content determination unit 11 stops using navigation information and suppresses travel support. The support content execution unit 13 performs driving support according to the support content signal output from the support content determination unit 11.
[Selection] Figure 1

Description

  The present invention relates to a driving support device using a navigation device.

  As a conventional vehicle driving support device, for example, a collision prediction device disclosed in Patent Document 1 is known. The collision prediction device compares a parameter value indicating a traveling state of the host vehicle with a collision determination reference value used when predicting and determining a collision between a front obstacle and the host vehicle, and the parameter value is determined as a collision determination. When the reference value is satisfied, a collision prediction is determined. Moreover, in this collision prediction apparatus, when performing prediction prediction determination, the traveling environment information of the own vehicle is acquired, and the collision determination reference value is changed based on the acquired traveling environment information.

  This collision prediction apparatus uses, as travel environment information of the host vehicle, travel environment information representing the travel environment in which the front obstacle detection means detects continuous stationary objects existing around the host vehicle as the host vehicle travels. The travel environment information representing the travel environment in which the vehicle starts making a right turn at the intersection and the travel environment information representing the travel environment in which the host vehicle travels on the highway are used. The collision prediction apparatus acquires the traveling environment information from a navigation device or ETC terminal device mounted on the host vehicle.

JP 2008-74401 A

  In the collision prediction device disclosed in Patent Document 1, when acquiring travel environment information from the navigation device, the navigation device determines the type of road on which the host vehicle is traveling. When the road type is determined, the navigation device reads road map information recorded in a built-in recording medium, and performs map matching for collating position information of the host vehicle. However, for example, at a point where a general road and an expressway are lined up, mismatching tends to occur in map matching when map matching is performed. For this reason, in the collision prediction apparatus disclosed in Patent Document 1, the accuracy of determining whether the traveling position of the host vehicle is on a general road or an expressway is low. As described above, when the road type discrimination accuracy is low, there is a problem that it is difficult to perform appropriate driving support.

  Therefore, an object of the present invention is to provide a travel support device that can perform appropriate travel support according to a road type determined from information obtained by a navigation device.

  A travel support device according to the present invention that has solved the above problems is a travel support device that performs travel support according to navigation information output from a navigation device, and the navigation information includes a type of a travel road on which the host vehicle travels. The own vehicle traveling road type is included, and when the own vehicle traveling road type in the navigation information is changed, a suppression unit that suppresses traveling support is provided.

  For example, when the host vehicle travels on a place where a general road and an expressway are lined up, if the host vehicle traveling road type in the navigation information changes, the host vehicle must select a different type of road from the road determined by the navigation device. You may be traveling. In a place where such general roads and highways are lined up, map matching mismatching is likely to occur, and the possibility of erroneous determination of the type of traveling road on which the vehicle is traveling increases. In this regard, the travel support apparatus according to the present invention suppresses travel support when the vehicle travel road type changes in the navigation information. For this reason, driving support is suppressed in a state where there is a high possibility that the type of the traveling road is erroneously determined. Therefore, among the information obtained by the navigation device, information with high reliability is obtained. Driving assistance can be performed. Therefore, it is possible to perform appropriate driving support corresponding to the road type determined from the information obtained by the navigation device.

  Here, a travel environment acquisition unit that acquires the travel environment of the host vehicle, a first travel road type determination unit that determines the host vehicle travel road type based on navigation information included in the navigation device, and a travel environment acquisition unit And a second traveling road type determining means for determining the traveling road type of the own vehicle based on the traveling environment acquired in step (b), and the suppressing means is the own vehicle based on the determination result of the first traveling road type determining means. According to the change state of the traveling road type and the change state of the own vehicle traveling road type based on the determination result of the second traveling road type determination unit, the aspect of adjusting the driving support can be adjusted.

  In the travel support apparatus according to the present invention, in addition to the first travel road type determination means, second travel road type determination means for determining the own vehicle travel road type based on the travel environment acquired by the travel environment information acquisition means. It has. By providing the second traveling road type determining means, for example, the first traveling road type determining means can travel the vehicle even in a place where a general road and a highway are often misidentified. The position can be determined with high accuracy. When the traveling position of the host vehicle can be determined with high accuracy, it is preferable to perform traveling support. Therefore, by adjusting the suppression mode of the driving support according to the change state of the first driving road type determination unit and the changing state of the second driving road type determination unit, more appropriate driving support according to the road type can be obtained. Can be done in many situations.

  Further, the second traveling road type determining means determines whether the vehicle has passed a branching point or a merging point on the traveling road of the host vehicle, and whether the host vehicle has passed the ETC passing gate. It is possible to adopt an aspect in which at least one of the ETC gate passage judging means for judging the above.

  When the own vehicle passes through a branch point or a merge point, or when the own vehicle passes through an ETC passing gate, the accuracy of information obtained by the navigation device that the road type has changed becomes high. Therefore, whether or not the second traveling road type determining means has passed through the branch / merging point passage determining means or the own vehicle ETC passing gate for determining whether or not the vehicle has passed a branching point or merging point on the traveling road. By using the ETC gate passage determination means for determining the vehicle travel, it is possible to perform appropriate driving support according to the road type with higher accuracy.

  And the suppression means can be made into the aspect which adjusts the suppression aspect of driving assistance according to the kind of change of the own vehicle traveling road classification.

  The suppression means can appropriately suppress driving support corresponding to the type of change of the host vehicle traveling road type by adjusting the mode of suppression of driving support according to the type of change of the host vehicle driving road type. it can.

  According to the driving support device according to the present invention, it is possible to perform appropriate driving support according to the road type for the road type determined from the information obtained by the navigation device.

It is a block block diagram of the driving assistance device which concerns on embodiment of this invention. It is a flowchart which shows the process sequence of the driving assistance device which concerns on embodiment of this invention. It is a flowchart which shows the setting procedure of navigation information utilization resumption conditions. (A)-(d) is a top view which shows typically the state at the time of mismatching having arisen in the navigation apparatus, and (a) changed the driving path into the highway while driving | running | working a general road. The figure which shows a case, (b) is a figure which shows the case where a travel path changes to a general road during driving | running | working on a highway, (c) is a travel path changed from the general road to the highway. (D) is a figure which shows the case where a travel path has changed from a highway to a general road, but a travel path remains a highway. It is a table | surface which shows the correspondence of a mismatching pattern and the pattern of a process. It is a flowchart which shows an example of the flow of driving assistance when mismatching has not arisen in navigation information. It is a flowchart which shows an example of the flow of driving assistance in case mismatching has arisen in navigation information.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram of a driving support apparatus according to an embodiment of the present invention. In the driving support device according to the present embodiment, so-called collision mitigation control (Pre Crash Safety system, hereinafter referred to as “PCS control”) is performed as driving support. In the PCS control, for example, when the host vehicle may collide with a preceding vehicle, the speed of the vehicle is controlled or the occupant protection device is quickly started.

  As shown in FIG. 1, the travel support apparatus according to this embodiment includes a travel support ECU (Electronic Control Unit) 1. The travel support ECU 1 is composed of a computer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. A camera 2, a navigation device 3, a communication device 4, a vehicle speed sensor 5, a millimeter wave sensor 6, an accelerator pedal sensor 7, a brake pedal sensor 8, and a direction indicator sensor 9 are connected to the travel support ECU 1. In addition, a speaker 14, a throttle actuator 15, and a brake actuator 16 are connected to the travel support ECU 1.

  The camera 2 is attached to the front part of the host vehicle, for example, and images the front of the host vehicle when the host vehicle is running or stopped. The camera 2 acquires a captured image by imaging the front of the host vehicle. The camera 2 outputs the acquired captured video as a video signal to the driving support ECU 1.

  The navigation device 3 is provided, for example, in the host vehicle, and includes a map database, a GPS (Global Positioning System) receiver, an input / output device, and the like. The navigation device 3 detects the position of the host vehicle with reference to map information in the map database and position information by a GPS receiver. The navigation device 3 generates a position information signal indicating the detected position information and map information used when detecting the position information, and transmits the position information signal to the driving support ECU 1 as navigation information. In addition, the navigation device 3 provides driving guidance information to the driver by outputting voice guidance information, which is information relating to the traveling of the host vehicle, from the speaker 14 or displaying it on a monitor (not shown).

  The communication device 4 is attached to the host vehicle, and acquires information transmitted from the roadside device by performing road-to-vehicle communication with a roadside device provided outside the vehicle. For example, the communication device 4 performs road-vehicle communication with an ETC roadside device provided in the vicinity of an ETC (Electronic Toll Collection System) gate provided as a roadside device on the traveling route of the host vehicle. The communication device 4 acquires an ETC gate passing signal when the host vehicle passes through the ETC gate by road-to-vehicle communication with the ETC roadside device. The communication device 4 transmits the acquired ETC gate passage signal to the travel support ECU 1.

  The vehicle speed sensor 5 is a sensor that is provided for each of, for example, four wheels and detects the vehicle speed of the vehicle by measuring the rotational speed of each wheel. When the vehicle speed sensor 5 detects the vehicle speed of the host vehicle, the vehicle speed sensor 5 generates a vehicle speed signal indicating the detected vehicle speed of the host vehicle. Further, the vehicle speed sensor 5 transmits the generated vehicle speed signal to the travel support ECU 1.

  The millimeter wave sensor 6 is a sensor that is attached in front of the host vehicle and detects a distance between the host vehicle and another vehicle located in front of the host vehicle. The millimeter wave sensor 6 emits a millimeter wave in front of the host vehicle and searches for a reflected wave of the emitted millimeter wave to detect the inter-vehicle distance from another vehicle. The detection of the inter-vehicle distance by the millimeter wave sensor 6 is performed every predetermined time. The millimeter wave sensor 6 generates an inter-vehicle distance signal indicating the detected inter-vehicle distance. Further, the millimeter wave sensor 6 transmits the generated inter-vehicle distance signal to the driving support ECU 1.

  The accelerator pedal sensor 7 is attached to the accelerator pedal and detects the amount of depression of the accelerator pedal. The accelerator pedal sensor 7 transmits the detected amount of depression of the accelerator pedal to the travel support ECU 1 and the throttle actuator 15 as an accelerator pedal signal.

  The brake pedal sensor 8 is attached to the brake pedal and detects the depression amount of the brake pedal. The brake pedal sensor 8 transmits the detected depression amount of the brake pedal as a brake pedal signal to the travel support ECU 1 and the brake actuator 16.

  The direction indicator sensor 9 is attached to the direction indicator and detects the operation direction of the direction indicator. The direction indicator sensor 9 transmits a direction indication lighting state based on the detected operation direction of the direction indicator to the travel support ECU 1 as a direction indication lighting signal.

  The driving support ECU 1 also includes a driving state signal output from the navigation device 3, the communication device 4, the vehicle speed sensor 5, the millimeter wave sensor 6, the accelerator pedal sensor 7, the brake pedal sensor 8, and the direction indicator sensor 9. Get the signal. Here, the “running state signal” includes a “position signal” indicating the position of the host vehicle, a “vehicle speed signal” indicating the vehicle speed of the host vehicle, and an inter-vehicle distance from the host vehicle to another vehicle positioned in front of the host vehicle. The “inter-vehicle distance signal” is shown.

  Further, the driving support ECU 1 executes predetermined processing based on various signals such as the acquired driving state signal, and determines whether or not to determine the driving support content of the own vehicle or to suppress the driving support of the own vehicle. To do. When the travel support ECU 1 determines the travel support content, the travel support ECU 1 outputs a signal corresponding to the support content to the speaker 14.

  The travel support ECU 1 includes a travel road type determination unit 10, a support content determination unit 11, a travel support suppression unit 12, and a support content execution unit 13.

  The traveling road type determination unit 10 determines the road type of the traveling road on which the host vehicle travels based on the navigation information transmitted from the navigation device 3. The traveling road type determination unit 10 generates a navigation road type signal corresponding to the road type of the traveling path of the host vehicle determined based on the navigation information (hereinafter referred to as “navigation information road type”). The navigation road type signal includes a general road signal indicating a general road and a highway signal indicating a highway. The travel road type determination unit 10 outputs the generated navigation road type signal to the support content determination unit 11 and the travel support suppression unit 12.

  The support content determination unit 11 is based on the driving state signal output from the navigation device 3, the vehicle speed sensor 5, and the millimeter wave sensor 6, and the navigation road type signal output from the driving road type determination unit 10. Determine the details of assistance for the vehicle. The support content determination unit 11 outputs a support content signal corresponding to the determined support content to the support content execution unit 13.

  In addition, when a support suppression signal is output from the travel support suppression unit 12, the support content determination unit 11 stops using navigation information and suppresses travel support. When the support content determination unit 11 suppresses the travel support, the support content determination unit 11 stops outputting the support content signal to the support content execution unit 13. Furthermore, after the support suppression signal is output from the travel support suppression unit 12, when the output of the support suppression signal is stopped, the use of the navigation information is resumed and the travel support is restarted.

  The travel support suppression unit 12 travels based on the navigation road type signal output from the travel road type determination unit 10 and various signals acquired from the navigation device 3, the communication device 4, the vehicle speed sensor 5, and the direction indicator sensor 9. Determine whether to suppress support and stop driving support. Further, when it is determined that the driving support is suppressed, the driving support suppression unit 12 outputs a support suppression signal to the support content determination unit 11. Furthermore, the driving support suppression unit 12 stops outputting the support suppression signal when the navigation information restart condition is satisfied.

  The support content execution unit 13 performs driving support according to the support content signal output from the support content determination unit 11. The support content execution unit 13 determines the command content for the speaker 14, the throttle actuator 15, and the brake actuator 16 based on the output support content signal from the support content determination unit 11. For example, when a support content signal indicating the output of an alarm is output, an alarm signal is output to the speaker 14. Further, when a support content signal indicating the acceleration of the vehicle is output, an operation amount increase signal is output to the throttle actuator 15 and an operation amount suppression signal is output to the brake actuator 16. Conversely, when a support content signal indicating vehicle deceleration is output, an operation amount suppression signal is output to the throttle actuator 15 and an operation amount increase signal is output to the brake actuator 16.

  The speaker 14 is an audio output device provided in the vehicle. When an alarm signal is output from the support content execution unit 13, the speaker 14 outputs an alarm or the like corresponding to the output alarm signal to the driver in the vehicle. Moreover, the speaker 14 performs audio | voice output according to the driving guidance information transmitted from the navigation apparatus 3 with respect to a driver.

  The throttle actuator 15 adjusts the throttle opening based on the accelerator pedal signal transmitted from the accelerator pedal sensor 7. Further, the throttle actuator 15 adjusts the throttle opening based on the operation amount increase signal and the operation amount suppression signal output from the support content execution unit 13.

  The brake actuator 16 adjusts the brake amount based on the brake pedal signal transmitted from the brake pedal sensor 8. Further, the brake actuator 16 adjusts the throttle opening based on the operation amount increase signal and the operation amount suppression signal output from the support content execution unit 13.

  Next, the operation of the driving support apparatus according to the embodiment of the present invention will be described. FIG. 2 is a flowchart showing a processing procedure of the driving support apparatus according to the embodiment of the present invention.

  As shown in FIG. 2, in the driving assistance device according to the embodiment of the present invention, the driving assistance ECU 1 includes a driving state signal transmitted from the camera 2, the navigation device 3, the communication device 4, and various sensors 5 to 9. Various signals are acquired (S1). Next, the travel road type determination unit 10 determines the navigation information road type based on the navigation information transmitted from the navigation device 3, and the support content determination unit 11 determines the support content for the host vehicle (S2). ). Further, in the support content determination unit 11, based on the navigation road type signal output from the traveling road type determination unit 10, the vehicle speed signal output from the vehicle speed sensor 5, and the inter-vehicle distance signal output from the millimeter wave sensor 6, The content of the driving support by PCS control is determined.

  Subsequently, the traveling road type determination unit 10 determines the road type of the traveling road on which the host vehicle travels based on the navigation information transmitted from the navigation device 3, and generates a navigation road type signal to generate a driving support suppression unit. 12 is output. The driving support suppression unit 12 determines whether or not the navigation information road type has changed based on the output navigation road type signal (S3). As a result, when it is determined that the road type has changed, it is determined whether or not the host vehicle has passed the ETC gate based on the ETC gate passing signal output from the communication device 4 (S4).

  As a result, when it is determined that the vehicle has not passed through the ETC gate, the navigation road type signal output from the traveling road type determination unit 10 is referred to, and the change in the navigation information road type changes from the expressway to the general road. It is determined whether or not (S5). If it is determined that the change in the navigation information road type is a change from an expressway to a general road, it is determined whether or not the vehicle has traveled on a branch road (S6). In addition, a branch road here means the branch road at the time of getting off from a highway to a general road.

  The determination as to whether or not the vehicle has traveled on the branch road is made based on the navigation information output from the navigation device 3, the vehicle speed signal output from the vehicle speed sensor 5, and the direction indication lighting signal output from the direction indicator sensor 9. Is called. In determining whether or not the vehicle has traveled on a branch road, it can be determined that the vehicle has traveled on a branch road when the following four branch determination conditions are satisfied. Therefore, when the following four branch determination conditions are satisfied, it is determined that the host vehicle has traveled on the branch road. On the other hand, if any one of the four branch determination conditions is not satisfied, it is determined that the host vehicle is not traveling on the branch road.

  The first branch determination condition, which is the first of the four branch determination conditions, is that “the road on which the host vehicle travels has a branch road”. The second condition for determining the second branch, which is the second condition, is that the travel lane of the host vehicle is in the branch direction. Whether or not these first branch determination condition and second branch determination condition are satisfied is determined based on navigation information transmitted from the navigation device 3.

  Furthermore, the third condition for determining the third branch, which is the third condition, is “the vehicle speed after branching has decreased to a predetermined threshold value or less”. Whether or not the third branch determination condition is satisfied is determined based on a vehicle speed history corresponding to the vehicle speed signal transmitted from the vehicle speed sensor 5. The fourth condition for determining the fourth branch, which is the fourth condition, is that “the direction indicator is lit in the branch direction from the branch position to the position 100 m before”. Whether or not the fourth branch determination condition is satisfied is determined based on the navigation information transmitted from the navigation device 3 and the direction indication lighting signal transmitted from the direction indicator sensor 9.

  If it is determined in step S6 that the vehicle is not traveling on a branch road, the navigation information road type has changed, but the vehicle has not passed the ETC gate and is traveling on a highway. It does not pass through the branch road. In this case, there is no mismatch in the navigation information used for determining the navigation information road type, and whether the determination of the navigation information road type is correct (hereinafter referred to as “correct determination”), or there is an error in the navigation information. It is unclear whether matching has occurred and the determination of the navigation information road type is incorrect (hereinafter referred to as “false determination”). Therefore, since there is a possibility that the determination of the navigation information road type is an erroneous determination, the use of the navigation information is stopped (S7) and the driving support is suppressed (S8). In suppressing the travel support, the travel support suppression unit 12 outputs a support suppression signal to the support content determination unit 11.

  If it is determined in step S4 that the host vehicle has passed through the ETC gate, the road type has changed according to the determination based on the navigation information road type, and the vehicle has passed through the ETC gate. Therefore, there is no mismatch in the navigation information used for determining the navigation information road type, and it can be considered that the determination of the navigation information road type is a positive determination. Similarly, when it is determined in step S6 that the host vehicle has traveled on the branch road, the road type has changed due to the determination of the navigation information road type, and the vehicle has traveled on the branch road. Therefore, there is no mismatch in the navigation information used for determining the navigation information road type, and it can be considered that the determination of the navigation information road type is a positive determination.

  Therefore, if it is determined in step S4 that the vehicle has passed the ETC gate and if it is determined that the vehicle has traveled on a branch road in step S6, the navigation information when it is determined that the navigation information road type has changed is accurate. it is conceivable that. In this case, since the travel support of the host vehicle can be appropriately performed based on the content determined by the support content determination unit 11, the suppression of the travel support is stopped (S9).

  When the suppression of the driving support is stopped and the output of the support suppression signal is stopped, the support content determination unit 11 outputs the determined support content to the support content execution unit 13. The support content execution unit 13 outputs an alarm signal corresponding to the support content output from the support content determination unit 11 to the speaker 14 and outputs an operation amount increase signal and an operation amount suppression signal to the throttle actuator 15 and the brake actuator 16. To do. In this way, driving support for the host vehicle is performed (S10), and the process is terminated.

  On the other hand, if it is determined in step S3 that there is no change in the navigation information road type of the road on which the host vehicle is traveling, the host vehicle travels on the highway based on the road type information output from the traveling road type determination unit 10. It is determined whether it is in the middle (S11). As a result, when it is determined that the host vehicle is traveling on a highway, it is determined whether the host vehicle has traveled on a branch road (S12).

  Here, when it is determined that the host vehicle is not traveling on the branch road, it is determined whether or not the host vehicle has passed the ETC gate based on the ETC gate passing signal output from the communication device 4 ( S13). As a result, if it is determined that the host vehicle has not passed through the ETC gate, the navigation information road type has not changed, and the vehicle has not passed through the ETC gate and is still running on the expressway. Will not pass.

  In this case, there is no mismatch in the navigation information used for the determination of the navigation information road type, and the determination of the navigation information road type is considered to be a positive determination. A support suppression signal is not output to the content determination unit 11. Therefore, the support content determination unit 11 outputs the support content signal of the travel support content determined based on the driving state signal or the like to the support content execution unit 13. In this way, driving support for the host vehicle is executed (S14), and the process is terminated.

  If it is determined in step S12 that the host vehicle has traveled on the branch road, the host vehicle has traveled on the branch road even though the navigation information road type has not changed. For this reason, mismatching has occurred in the navigation information, and there is a high possibility that the determination of the navigation information road type is an erroneous determination. Similarly, if it is determined in step S13 that the vehicle has passed the ETC gate, the vehicle has passed the ETC gate even though the navigation information road type has not changed. For this reason, mismatching has occurred in the navigation information, and there is a high possibility that the determination of the navigation information road type is an erroneous determination.

  Therefore, when it is determined that the vehicle is traveling on a branch road in step S12 and when it is determined that the vehicle has passed the ETC gate in step S13, the navigation information is mismatched, and the determination of the navigation information road type is incorrect. The possibility of being a determination is increased. In this case, in order not to perform driving support based on the erroneously determined navigation information road type, the use of navigation information is stopped (S15), and driving support is suppressed (S16).

  Here, when driving support is suppressed in step S8 or step S16, it is desirable to restart driving support at an early stage when the possibility that the mismatching that has occurred in the navigation information has been reduced is reduced. Therefore, the mismatch information in the navigation information is resolved, the possibility that the determination of the navigation information road type is an erroneous determination is reduced, and the navigation information that is considered to be able to resume the driving support based on the navigation information is used again. The navigation information use resumption condition, which is a condition for this, is set (S17). The procedure for setting the navigation information use resumption condition will be described later.

  Thereafter, it is determined whether or not the navigation information use resumption condition set in step S17 is satisfied (S18). As a result, when the navigation information use resumption condition is satisfied, the use of the navigation information is resumed (S19), the driving support based on the navigation information is resumed, and the process is terminated. On the other hand, if the navigation information utilization resumption condition is not satisfied, the process is terminated as it is.

  Next, the procedure for setting the navigation information use resumption condition will be described. FIG. 3 is a flowchart showing a procedure for setting the navigation information use resumption condition. When the navigation information use resumption condition is set, information when it is determined that the use of the navigation information is to be stopped is used. Further, when setting the navigation information use resumption condition, a mismatching mode in the navigation information is used.

  Therefore, before the description of the navigation information use resumption condition, a mode of erroneous determination in determination of the navigation information road type will be described. Mismatching of navigation information mainly occurs at a position where a general road and a highway are juxtaposed or where a general road and a highway intersect.

  As a mode of mismatching of the navigation information, as shown in FIGS. 4A and 4B, the vehicle M actually travels at a position where the general road RN and the expressway RH cross each other. There is a mode in which the navigation information road type has changed even though the road type of the road has not changed. Here, FIG. 4A shows an example in which the navigation information position N, which is the position of the vehicle based on the navigation information, is the highway RH when the host vehicle M is traveling on the general road RN. . At this time, the actual traveling locus LR that is the actual traveling locus of the host vehicle M is on the general road RN, and the erroneous traveling track LM that is mistakenly recognized as the traveling track of the host vehicle M is on the highway RH. Hereinafter, the mismatching mode in the navigation information shown in FIG. 4A is referred to as a first mismatching mode.

  FIG. 4B shows an example in which the navigation information position N, which is the position of the vehicle based on the navigation information, is the general road RN when the host vehicle M is traveling on the highway RH. At this time, the actual travel locus LR is on the highway RH, and the erroneous travel locus LM is on the general road RN. Hereinafter, the mismatching mode in the navigation information shown in FIG. 4B is referred to as a second mismatching mode.

  Furthermore, as a mode of mismatching of the navigation information, as shown in FIGS. 4C and 4D, the host vehicle M is actually at a position where the highway RH is provided near the general road RN. There is a misjudgment that the navigation information road type has not changed even though the road type of the travel route has changed.

  Here, FIG. 4C shows an example in which the navigation information position N does not change when the host vehicle M descends from the highway RH to the general road RN. At this time, the actual travel locus LR changes from the general road RN to the highway RH, and the erroneous travel locus LM is on the general road RN. Hereinafter, the mismatching mode in the navigation information shown in FIG. 4C is referred to as a third mismatching mode.

  FIG. 4D shows an example of erroneous determination that the navigation information position has not changed when entering the highway RH from the general road RN. At this time, the actual travel locus LR changes from the highway RH to the general road RN, and the erroneous travel locus LM is on the highway RH. Hereinafter, the mismatching mode in the navigation information shown in FIG. 4D is referred to as a fourth mismatching mode.

  Now, the procedure for setting the navigation information utilization resumption condition will be described. As shown in FIG. 3, when the navigation information utilization resumption condition is set, first, based on the navigation information transmitted from the navigation device 3, it is determined whether or not the navigation information road type has changed (S31). . As a result, when it is determined that the navigation information road type has changed, it is determined whether or not the host vehicle has passed the ETC gate based on the ETC gate passing signal (S32).

  Here, if it passes through the ETC gate, there is a high possibility that mismatching has not occurred in the navigation information. In this case, since the driving support is not suppressed, the navigation information utilization resumption condition is set. There is no need. Therefore, if it is determined that the ETC gate has been passed, the process is terminated without setting the navigation information utilization resumption condition.

  On the other hand, when it is determined that the vehicle has not passed through the ETC gate, the output navigation road type signal is referred to and it is determined whether or not the change in the navigation information road type is a change from a highway to a general road ( S33). As a result, when it is determined that the change in the navigation information road type is not a change from the expressway to the general road, the first restart condition is set (S34), and then the process ends.

  The first restart condition set here will be described. If the determination of the navigation information road type is an erroneous determination, the navigation information road type has changed from a general road to a highway. Therefore, it is considered that the mismatching mode of the navigation information was the first mismatching mode shown in FIG. Further, even when mismatching occurs in the navigation information, when the mismatching of the navigation information is resolved and the determination of the navigation information road type is a positive determination, it is preferable to restart the driving support.

  On the other hand, in the driving support device according to the present embodiment, when the navigation information road type changes, even if the determination of the navigation information road type is a positive determination, the vehicle does not pass through the ETC gate while driving on a general road. In such a case, the use of the navigation information is stopped and driving support is suppressed. Thus, when no mismatching occurs in the navigation information and the determination of the navigation information road type is a positive determination, it is preferable to restart the driving support as soon as possible. The first restart condition is determined in consideration of these conditions.

  Now, the conditions for the navigation information to be resolved and the determination of the navigation information road type to be positive are, for example, “a predetermined time has elapsed since the navigation information road type has changed” and “the navigation information road type has changed. Then, the host vehicle travels a predetermined distance. At this time, if the determination of the navigation information road type is a positive determination, the following facts can be considered.

  For example, when entering a highway from a general road, it often passes through a loop. Since the vehicle travels on a curve when passing through the loop, it is difficult to quickly advance the occupant protection device by performing PCS control. Further, after entering the highway, the vehicle speed becomes higher than when traveling on a general road.

  For this reason, when the navigation information road type determination is a positive determination, in order to resume the driving support using the navigation information as early as possible, “the vehicle has set a predetermined distance after the navigation information road type changes. It is preferable that “running” is a resumption condition. Therefore, as shown in FIG. 5, the first restart condition is “the vehicle travels a predetermined distance after the navigation information road type changes”.

  Furthermore, if it is determined in step S33 that the change in the navigation information road type is a change from an expressway to a general road, it is determined whether or not the host vehicle has traveled on a branch road (S35). Here, if it is determined that the vehicle has traveled on a branch road, there is a high possibility that no mismatching has occurred in the navigation information, and the driving support is not suppressed. Absent. Therefore, if it is determined that the ETC gate has been passed, the process is terminated without setting the navigation information utilization resumption condition. If it is determined that the vehicle is not traveling on a branch road, a second restart condition is set (S36), and the process ends.

  The second restart condition set here will be described. If the determination of the navigation information road type is an erroneous determination, the navigation information road type has changed from a highway to a general road. Therefore, it is considered that the navigation information mismatching mode was the second mismatching mode illustrated in FIG. Even when the mismatching occurs in the navigation information, it is preferable to restart the driving support if the mismatching of the navigation information is resolved and the determination of the navigation information road type is a positive determination.

  On the other hand, in the driving support device according to the present embodiment, when the navigation information road type changes, even if the determination of the navigation information road type is a positive determination, the vehicle passes through the ETC gate and the branch road while driving on the highway. If not, the use of the navigation information is stopped and driving support is suppressed. Thus, when no mismatching occurs in the navigation information and the determination of the navigation information road type is a positive determination, it is preferable to restart the driving support as soon as possible. The second restart condition is determined in consideration of these conditions.

  Now, as a condition until the navigation information becomes correct and the determination of the navigation information road type becomes a correct determination, for example, “a predetermined time after the change of the navigation information road type changes” It can be considered that “the vehicle has traveled a predetermined distance after the navigation information road type has changed”. At this time, if the determination of the navigation information road type is a positive determination, the following facts can be considered.

  For example, when entering a general road from an expressway, there are often traffic lights and traffic jams. In addition, after leaving the highway to a general road, the vehicle speed is lower than when traveling on the highway. From this, even if time passes, the mileage often does not increase.

  For this reason, when the determination of the navigation information road type is a positive determination, in order to resume the driving support using the navigation information as early as possible, “a predetermined time has elapsed since the change of the navigation information road type It is preferable to use “” as the restart condition. Therefore, as shown in FIG. 5, “the predetermined time elapses after the navigation information road type changes” is set as the second restart condition.

  If it is determined in step S31 that there is no change in the navigation information road type, whether or not the host vehicle is traveling on the highway based on the road type information output from the traveling road type determination unit 10 Is determined (S37). As a result, when it is determined that the host vehicle is traveling on a highway, it is determined whether the host vehicle has traveled on a branch road (S38). The determination as to whether the host vehicle has traveled on the branch road is made based on the same criteria as in step S13.

  As a result, when it is determined that the host vehicle is not traveling on the branch road, it is determined whether or not the host vehicle has passed the ETC gate based on the ETC gate passing signal output from the communication device 4 ( S39). Similarly, if it is determined in step S37 that the host vehicle is not traveling on the highway, whether or not the host vehicle has passed the ETC gate based on the ETC gate passing signal output from the communication device 4. Is determined (S39).

  Here, if it is determined in step S39 that the vehicle has not passed through the ETC gate, there is a high possibility that mismatching has not occurred in the navigation information. In this case, driving support is not suppressed. It is not necessary to set the navigation information use resumption condition. Therefore, if it is determined that the ETC gate has been passed, the process is terminated without setting the navigation information utilization resumption condition.

  If it is determined in step S38 that the vehicle has traveled on a branch road, or if it is determined in step S39 that the vehicle has passed through the ETC gate, a third restart condition is set (S40), and then the process ends.

  The third restart condition set here will be described. If the determination of the navigation information road type is an erroneous determination, there is no change in the navigation information road type, so in fact, even though the driving path of the vehicle has changed from a highway to a general road or from a highway to a general road, There will be no change in the navigation information road type. Therefore, it is considered that the mismatching mode of the navigation information was the third mismatching mode or the fourth mismatching mode shown in FIG. 4C or 4D.

  In this case, it is clear that the navigation information is incorrect because it passes through the ETC gate or passes through the branch path. For this reason, it is considered that the navigation information becomes correct if the navigation information changes. Therefore, as shown in FIG. 5, “change in the navigation information road type” is set as the third restart condition.

  Thus, in the driving support device according to the present embodiment, driving support is suppressed when the navigation information road type changes. For this reason, for example, when the host vehicle travels in a place where ordinary roads and highways are lined up, driving support is suppressed in a state where there is a high possibility that a mismatching mode of navigation information has occurred. Therefore, it is possible to provide driving support for information with high reliability in the navigation information. Therefore, it is possible to perform appropriate driving support according to the navigation information road type for the navigation information road type.

  In the driving support device according to the present embodiment, even if the navigation information road type has changed, it is likely that the road type has changed, such as when it has passed through an ETC passing gate. The suppression mode is adjusted. Specifically, the suppression of driving support is stopped. For this reason, appropriate driving support according to the road type can be performed in more situations. Furthermore, even if the navigation information road type has changed, if the vehicle has passed a branch road, the travel support suppression mode is canceled. For this reason, appropriate driving support according to the road type can be performed in more situations.

  Next, an example of the flow of control when driving support is performed by the driving support device according to the present embodiment will be described. Here, the flow of driving support when mismatching does not occur in navigation information and the flow of driving support when mismatching occurs in navigation information will be described.

  First, the flow of driving support when no mismatching occurs in navigation information will be described. FIG. 6 is a flowchart illustrating an example of a flow of driving support when no mismatching occurs in the navigation information. As shown in FIG. 6, when the own vehicle enters the highway from the general road (S51), the navigation information road type changes from the general road to the highway. At this time, the navigation information transmitted from the navigation device 3 changes from information indicating a general road to information indicating a highway. Therefore, the traveling road type determination unit 10 changes the navigation information type signal output to the driving support suppression unit 12 from a general road signal to an expressway signal (S52).

  The driving support suppression unit 12 that has output the navigation information type signal outputs the support suppression signal to the support content determination unit 11. The support content determination unit 11 to which the support suppression signal has been output suppresses the driving support, and for example, suppresses early departure of the passenger protection device (S53). At this time, the first resumption condition is set as the navigation information utilization resumption condition. For this reason, after driving | running | working a predetermined distance, for example, several km, after the own vehicle stops utilization of navigation information and starts suppression of driving assistance, utilization of navigation information is resumed. Here, the suppression of the travel support continues while the host vehicle travels several kilometers, but since the host vehicle is traveling on the highway, the time for suppressing the travel support can be made relatively short. And driving | running | working assistance is restarted, for example, an occupant protection device is taken out early (S54).

  Subsequently, when the host vehicle leaves the highway (S55) and descends to the general road, the navigation information road type changes from the highway to the general road. At this time, the navigation information transmitted from the navigation device 3 changes from information indicating a highway to information indicating a general road. Therefore, the traveling road type determination unit 10 changes the navigation information type signal output to the driving support suppression unit 12 from the highway signal to the general road signal (S56).

  The driving support suppression unit 12 that has output the navigation information type signal outputs a support suppression signal to the support content determination unit 11. The support content determination unit 11 to which the support suppression signal has been output stops the driving support and suppresses, for example, early departure of the occupant protection device (S57). At this time, the second resume condition is set as the navigation information utilization resume condition. For this reason, the use of the navigation information is resumed after a predetermined time, for example, several minutes have elapsed since the host vehicle stopped using the navigation information and started to suppress driving support. Here, the suppression of the travel support continues for several minutes, but since the host vehicle travels on a general road, the time for suppressing the travel support can be made shorter than when the distance is used as a reference. And driving | running | working assistance is restarted, for example, an occupant protection device is taken out early (S58). Thereafter, the driving support control is performed in the same manner.

  Next, a description will be given of the flow of driving support when mismatching occurs in navigation information. FIG. 7 is a flowchart illustrating an example of a flow of driving support when mismatching occurs in the navigation information. As shown in FIG. 7, when the vehicle travels on a general road and passes through a place where mismatching may occur in navigation information, such as a place where a general road and a highway are arranged side by side (S61), the navigation information Assume that the road type has changed from a general road to a highway. At this time, the navigation information transmitted from the navigation device 3 changes from information indicating a general road to information indicating a highway. Therefore, the traveling road type determination unit 10 changes the navigation information type signal output to the driving support suppression unit 12 from a general road signal to an expressway signal (S62).

  The driving support suppression unit 12 that has output the navigation information type signal outputs the support suppression signal to the support content determination unit 11. The support content determination unit 11 to which the support suppression signal is output stops the driving support and suppresses, for example, early departure of the occupant protection device (S63). At this time, the first resumption condition is set as the navigation information utilization resumption condition. For this reason, the use of the navigation information is stopped until the vehicle travels a predetermined distance, for example, several kilometers, after the use of the navigation information is stopped and the suppression of the driving support is started.

  Here, while the host vehicle is traveling several kilometers, in most cases, the mismatching of navigation information is resolved, and the navigation information road type changes from a highway signal to a general road signal (S64). Then, after the host vehicle travels several kilometers, the travel support using the navigation information is resumed, and for example, the occupant protection device is quickly launched (S65).

  Subsequently, when the vehicle passes through a place where navigation information may be mismatched, such as a place where a general road and a highway are arranged side by side while traveling on the highway (S66), the navigation information road type is high-speed. Assume that the road changes from a road to a general road. At this time, the navigation information transmitted from the navigation device 3 changes from information indicating a road to information indicating a general road. Therefore, the traveling road type determination unit 10 changes the navigation information type signal output to the driving support suppression unit 12 from the highway signal to the general road signal (S67).

  The driving support suppression unit 12 that has output the navigation information type signal outputs the support suppression signal to the support content determination unit 11. The support content determination unit 11 to which the support suppression signal has been output stops the driving support and suppresses, for example, early departure of the passenger protection device (S68). At this time, the second resume condition is set as the navigation information utilization resume condition. For this reason, the use of the navigation information is stopped until the host vehicle stops using the navigation information and starts to suppress the driving support until it travels a predetermined distance, for example, several minutes.

  Here, while the host vehicle is traveling for several minutes, in most cases, the mismatching of navigation information is resolved, and the navigation information road type changes from a general road signal to a highway signal (S69). Then, after the host vehicle travels several kilometers, the travel support using the navigation information is resumed, and for example, the occupant protection device is quickly launched (S70). Thereafter, the driving support control is performed in the same manner.

  Thus, by performing control by the driving support device according to the present embodiment, when mismatching occurs in navigation information, driving support using navigation information is resumed after the mismatching is resolved. Can do. In addition, when no mismatching occurs in the navigation information, the driving support using the navigation information can be resumed at an early stage.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, the PCS control is performed as the travel support control. However, other travel support control such as follow-up travel control and navigation enhancement support control may be used. In the above embodiment, when the navigation information road type changes, the travel support is stopped as a mode for suppressing the travel support. However, the travel support level may be reduced.

  Furthermore, in the said embodiment, although it is set as the aspect which stops suppression of driving assistance as an aspect which adjusts the suppression aspect of driving assistance, it can also be set as the aspect which makes the suppression degree of driving assistance small, for example. Further, in the above embodiment, navigation information is used when determining a branch road, but branching is performed using a running state signal such as image information transmitted from the camera 2 or a vehicle speed signal transmitted from the vehicle speed sensor 5 or the like. It can also be set as the aspect which determines a road.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance ECU, 2 ... Camera, 3 ... Navigation apparatus, 4 ... Communication apparatus, 5 ... Vehicle speed sensor, 6 ... Millimeter wave sensor, 7 ... Accelerator pedal sensor, 8 ... Brake pedal sensor, 9 ... Direction indicator sensor, DESCRIPTION OF SYMBOLS 10 ... Traveling road classification | category determination part, 11 ... Support content determination part, 12 ... Travel support suppression part, 13 ... Support content execution part, 14 ... Speaker, 15 ... Throttle actuator, 16 ... Brake actuator.

Claims (4)

In the travel support device that performs the travel support according to the navigation information output from the navigation device,
The navigation information includes a vehicle traveling road type that is a type of traveling road on which the vehicle is traveling,
A travel support apparatus comprising: a suppression unit that suppresses the travel support when the vehicle traveling road type in the navigation information changes. A travel environment acquisition means for acquiring the travel environment of the host vehicle;
First traveling road type determining means for determining the own vehicle traveling road type based on the navigation information included in the navigation device;
Based on the traveling environment acquired by the traveling environment acquisition means, a second traveling road type determination means for determining the own vehicle traveling road type,
The suppression means includes a change state of the own vehicle travel road type based on a determination result of the first travel road type determination means and a change state of the own vehicle travel road type based on the determination result of the second travel road type determination means. The travel support apparatus according to claim 1, wherein the travel support suppression mode is adjusted according to the condition.   Whether the second traveling road type determining means determines whether the vehicle has passed a branching point or a merging point on the traveling road, and whether the host vehicle has passed an ETC passing gate. The driving support device according to claim 2, wherein the driving support device is at least one of ETC gate passage determination means for determining whether or not.   The travel support device according to any one of claims 1 to 3, wherein the suppression unit adjusts a mode of suppression of the travel support according to a type of change in the host vehicle travel road type.

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