JP2015141054A - Route guidance system, route guidance method, and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a route guidance system, a route guidance method, and a computer program which have made it possible to select a traveling route more suitable for a user without being limited by the traveling mode of a vehicle.SOLUTION: The route guidance system is configured to: search for a first recommended route which is a recommended route leading from a place of departure to a destination assuming that automatic operation control of the vehicle is performed in at least part of an automatic operation section when searching for a recommended route from the place of departure to the destination including the automatic operation section in which automatic operation control of the vehicle is exercised; and search for a second recommended route which is a recommended route leading from the place of departure to the destination assuming that automatic operation control of the vehicle is not performed in the automatic operation section, and advise the user of the first recommended route and the second recommended route.

Description

  The present invention relates to a route guidance system, a route guidance method, and a computer program for guiding a recommended route in a vehicle on which automatic driving control is performed.

  2. Description of the Related Art In recent years, a navigation device is often mounted on a vehicle that provides vehicle travel guidance so that a driver can easily arrive at a desired destination. Here, the navigation device detects the current position of the vehicle by a GPS receiver or the like, acquires map data corresponding to the current position through a recording medium such as a DVD-ROM or HDD or a network, and displays it on a liquid crystal monitor. It is a device that can do. Further, the navigation device has a route search function for searching for a recommended route from the vehicle position to the destination when a desired destination is input, and sets the searched recommended route as a guide route. A guide route is displayed on the screen, and when the user approaches an intersection, the user is surely guided to a desired destination by voice guidance. In recent years, some mobile phones, smartphones, tablet terminals, personal computers, and the like have functions similar to those of the navigation device.

  Further, in recent years, automatic driving control in which the vehicle automatically travels along a preset route, regardless of the user's driving operation, other than the manual driving that travels based on the user's driving operation, as the driving mode of the vehicle. A new proposal has been made for driving by. In automatic driving control, for example, the current position of the vehicle, the lane in which the vehicle travels, the position of other vehicles in the vicinity are detected at any time, and vehicles such as a steering, a drive source, and a brake are driven so as to travel along a preset route. Control is automatic. Here, traveling by automatic driving control has the advantage of reducing the burden on the user's driving, but there are situations in which it is difficult to drive by automatic driving control depending on road conditions. For example, there are situations where it is necessary to change lanes or merge in a short distance section or in bad weather. And in such a situation, it is necessary to interrupt the driving | running | working by automatic driving | operation control, and to perform a manual driving | operation.

  Therefore, the navigation apparatus or the like is newly required to search for a recommended route in consideration of the interruption of the automatic driving control. For example, Japanese Patent Application Laid-Open No. 2011-118603 recognizes a road with low current position detection accuracy by GPS as an uncontrollable road that cannot be driven by automatic driving control in order to perform driving without interruption by automatic driving control. A technique for searching for a route that avoids a road that cannot be automatically controlled has been proposed.

JP 2011-118603 A (page 6-7, FIG. 4)

  However, in the technique of Patent Document 1 described above, a route is searched so that a road certified as an uncontrollable road is not included. In other cases, a roundabout route is searched or a route cannot be searched in some cases. Therefore, it may be considered that the user does not want to perform the automatic driving control depending on the result of the route search.

  The present invention was made to solve the above-described problems in the prior art, and is not limited to the driving mode of the vehicle, and a route guidance system that allows a user to select a more appropriate driving route, An object is to provide a route guidance method and a computer program.

  To achieve the above object, the route guidance system (1), the route guidance method and the computer program according to the present invention are an automatic driving support method and a computer program that support automatic driving control of a vehicle, and the system. An automatic driving support method for supporting automatic driving control of a vehicle using a computer program, and a computer program for realizing the following functions for the system. Specifically, when the vehicle includes an automatic driving section in which automatic driving control of the vehicle is performed, it is assumed that the vehicle performs automatic driving control in at least a part of the automatic driving section and reaches from the departure place to the destination. First route search means (41) for searching for a first recommended route which is a recommended route, and when including the automatic driving section, it is assumed that the vehicle does not perform automatic driving control in the automatic driving section A second route search means (41) for searching for a second recommended route that is a recommended route from the ground to the destination; a route guidance means (41) for guiding the first recommended route and the second recommended route; It is characterized by having.

  According to the route guidance system, route guidance method, and computer program according to the present invention having the above-described configuration, the vehicle does not perform automatic driving control in addition to the recommended route assuming that the vehicle performs automatic driving control in the automatic driving section. By guiding the assumed recommended route, it is possible to widen the range of route selection by the user and allow the user to select a more appropriate travel route without being limited to the travel mode of the vehicle.

It is the block diagram which showed the structure of the navigation apparatus which concerns on 1st Embodiment. 4 is a flowchart of a route search processing program according to the first embodiment. It is the figure which showed an example of the correspondence of addition value (alpha) and the reason for which automatic driving | operation control interrupts. It is the figure which showed the route guidance screen which guided the 1st recommended route and the 2nd recommended route displayed on a liquid crystal display on the same screen. It is the figure which showed the route guidance screen which guided the 1st recommended route and the 2nd recommended route displayed on a liquid crystal display on several screens. It is the figure which showed an example of the control content of the automatic driving control set with respect to the driving planned route of a vehicle. It is a flowchart of the sub-processing program of the joining process of an interruption area. It is explanatory drawing explaining the coupling | bonding of the interruption area. It is a flowchart of the automatic driving | operation control processing program which concerns on 1st Embodiment. It is a flowchart of the sub process program of the detection process of an interruption area. It is the figure which showed an example of the correspondence of addition value (alpha) and the probability that automatic operation control will be interrupted.

  Hereinafter, a route guidance system according to the present invention will be described in detail with reference to the drawings based on a first embodiment and a second embodiment embodied in a navigation device.

[First Embodiment]
First, a schematic configuration of the navigation device 1 according to the first embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a navigation device 1 according to the first embodiment.

  As shown in FIG. 1, the navigation device 1 according to the first embodiment includes a current position detection unit 11 that detects a current position of a vehicle on which the navigation device 1 is mounted, and a data recording unit 12 that records various data. The navigation ECU 13 that performs various arithmetic processes based on the input information, the operation unit 14 that receives operations from the user, and a map that is searched for by the user in a map around the vehicle and a route search process that will be described later. A liquid crystal display 15 for displaying information and the like, a speaker 16 for outputting voice guidance regarding route guidance, a DVD drive 17 for reading a DVD as a storage medium, a probe center, a VICS (registered trademark: Vehicle Information and Communication System) center, and the like And a communication module 18 for communicating with the information center. . The navigation device 1 is connected to an in-vehicle camera 19 and various sensors installed on a vehicle on which the navigation device 1 is mounted via an in-vehicle network such as CAN. Furthermore, the vehicle control ECU 20 that performs various controls on the vehicle on which the navigation device 1 is mounted is also connected so as to be capable of bidirectional communication. Further, various operation buttons 21 mounted on the vehicle such as an automatic driving switch and an automatic driving start button described later are also connected.

Below, each component which comprises the navigation apparatus 1 is demonstrated in order.
The current position detection unit 11 includes a GPS 22, a vehicle speed sensor 23, a steering sensor 24, a gyro sensor 25, and the like, and can detect the current vehicle position, direction, vehicle traveling speed, current time, and the like. . Here, in particular, the vehicle speed sensor 23 is a sensor for detecting a moving distance and a vehicle speed of the vehicle, generates a pulse according to the rotation of the driving wheel of the vehicle, and outputs a pulse signal to the navigation ECU 13. And navigation ECU13 calculates the rotational speed and moving distance of a driving wheel by counting the generated pulse. Note that the navigation device 1 does not have to include all the four types of sensors, and the navigation device 1 may include only one or more types of sensors.

  The data recording unit 12 is also a hard disk (not shown) as an external storage device and a recording medium, and a driver for reading the map information DB 31 and a predetermined program recorded on the hard disk and writing predetermined data on the hard disk And a recording head (not shown). The data recording unit 12 may be configured by a memory card, an optical disk such as a CD or a DVD, instead of the hard disk. Further, the map information DB 31 may be stored in an external server, and the navigation device 1 may be configured to acquire by communication.

  Here, the map information DB 31 displays, for example, link data 33 related to roads (links), node data 34 related to node points, search data 35 used for processing related to route search and change, facility data related to facilities, and maps. Storage means for storing map display data, intersection data relating to each intersection, search data for searching for points, and the like.

  In addition, as link data 33, for each link constituting the road, the width of the road to which the link belongs, the gradient, the cant, the bank, the road surface condition, the merged section, the number of road lanes, the number of lanes that decrease The data representing the narrowed part, the level crossing, etc. is the data regarding the corner, the radius of curvature, the intersection, the T-junction, the entrance and the exit of the corner, the data indicating the downhill road, the uphill road, etc. regarding the road attribute However, regarding road types, in addition to general roads such as national roads, prefectural roads, narrow streets, and the like, data representing toll roads such as highway automobile national roads, city highways, automobile exclusive roads, general toll roads, and toll bridges are recorded.

  The node data 34 includes actual road branch points (including intersections, T-junctions, etc.) and the coordinates (positions) of node points set for each road according to the radius of curvature, etc. Node attribute indicating whether a node is a node corresponding to an intersection, etc., a connection link number list that is a list of link numbers of links connected to the node, and an adjacency that is a list of node numbers of nodes adjacent to the node via the link Data relating to the node number list, the height (altitude) of each node point, and the like are recorded.

  Further, as the search data 35, various data used for route search processing for searching for a route from a departure place (for example, the current position of the vehicle) to a set destination as described later are recorded. Specifically, the cost of quantifying the appropriate degree as a route to an intersection (hereinafter referred to as an intersection cost), the cost of quantifying the appropriate degree as a route to a link constituting a road (hereinafter referred to as a link cost), etc. Cost calculation data used for calculating the search cost is stored. In particular, in the first embodiment, as described later, the recommended route is searched using the required time from the starting point to the destination, so that various data for calculating the required time for the route are also stored in the search data 35. ing. The search cost may be defined by the required time.

  Further, in the navigation device 1 according to the first embodiment, particularly when searching for a recommended route from the departure point to the destination including the automatic driving section where the automatic driving control of the vehicle is performed, the search condition is changed. Search for at least two recommended routes, one recommended route and the second recommended route. The first recommended route is a recommended route searched on the assumption that the vehicle performs the automatic driving control in at least a part of the automatic driving section, and the second recommended route is the automatic driving control in the automatic driving section. This is a recommended route searched on the assumption that no operation is performed (that is, manual operation is performed).

  Here, as a traveling form of the vehicle, in addition to the manual driving traveling that travels based on the user's driving operation, the vehicle automatically travels along a predetermined route regardless of the user's driving operation. Traveling by operation control is possible. In the automatic driving control, for example, the current position of the vehicle, the lane in which the vehicle travels, and the positions of other vehicles in the vicinity are detected at any time, and steering and driving are performed so as to travel along a route preset by the vehicle control ECU 20. Vehicle control such as power source and brake is performed automatically. The details of the automatic operation control are already known, and the description is omitted. In addition, although automatic driving control may be performed for all road sections, in the following description, as an automatic driving section in which automatic driving control of a vehicle is performed, a gate (manned unmanned, A description will be made assuming that the automatic driving control is basically performed only during the period when the highway is provided with a chargeable free of charge) and the vehicle travels in the automatic driving section. However, other sections may be set as the automatic operation section. For example, a highway automobile national road, a city highway, a car road, a toll road, and a general road may be set as the automatic driving section. In addition, when the vehicle travels in the automatic driving section, automatic driving control is not always performed, but automatic driving control is selected by the user, and driving is performed by automatic driving control as described later. Is only done in appropriate circumstances. That is, the automatic driving section is a section in which automatic driving control is permitted for the vehicle in addition to manual driving.

  Traveling by the above-mentioned automatic driving control has a merit that the burden on the user's driving can be reduced, but there are situations where it is difficult to perform driving by the automatic driving control depending on road conditions. In the navigation apparatus 1 according to the first embodiment, the automatic driving control of the vehicle is interrupted and manually operated in the automatic driving section in which a situation where it is difficult to travel by such automatic driving control occurs. Set to the interrupted section to drive. The setting of the interruption section is basically performed at the time of the route search, but is also performed while the vehicle is traveling after the route search. For example, when it is newly detected that there is a section with a thin lane line or a section where the weather has suddenly deteriorated in front of the traveling direction of the vehicle, it is difficult to perform automatic driving control in the section. Is newly set as the interruption section. Details of the setting of the interruption section will be described later.

  And in the navigation apparatus 1 which concerns on 1st Embodiment, when searching for a 1st recommended route among 1st recommended routes and a 2nd recommended route especially, the interruption information which interrupts automatic driving control in an automatic driving area. To search for the first recommended route. Specifically, when a candidate route that is a candidate for the first recommended route includes an interruption section in which automatic driving control is interrupted, an additional value corresponding to the number, time, distance, position, and reason for interrupting automatic driving control Is added to the required time required to travel the candidate route, and the first recommended route is searched by comparing the required time with the added value added for each candidate route. Details of the search for the first recommended route will be described later.

  On the other hand, the navigation ECU (Electronic Control Unit) 13 is an electronic control unit that controls the entire navigation device 1. The CPU 41 as an arithmetic device and a control device, and a working memory when the CPU 41 performs various arithmetic processes. In addition to the RAM 42 for storing route data when a route is searched, a control program, a route search processing program (see FIG. 2) and an automatic driving control processing program (see FIG. 9) described later. ) Etc. are recorded, and an internal storage device such as a flash memory 44 for storing a program read from the ROM 43 is provided. The navigation ECU 13 constitutes various means as processing algorithms. For example, when the first route search means includes an automatic driving section in which automatic driving control of the vehicle is performed, the first route search means assumes that the vehicle performs automatic driving control in at least a part of the automatic driving section. A first recommended route that is a recommended route to the ground is searched. The second route search means searches for a second recommended route that is a recommended route from the departure point to the destination on the assumption that the vehicle does not perform automatic driving control in the automatic driving zone when the automatic driving zone is included. To do. The route guidance means guides the first recommended route and the second recommended route.

  The operation unit 14 is operated when inputting a departure point as a travel start point and a destination as a travel end point, and includes a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches. The operation unit 14 can also be configured by a touch panel provided on the front surface of the liquid crystal display 15. Moreover, it can also be comprised with a microphone and a speech recognition apparatus.

  Further, the liquid crystal display 15 includes a map image including a road, traffic information, operation guidance, operation menu, key guidance, a first recommended route and a second recommended route from the departure point searched for at the time of route search to the destination. Various information related to the first recommended route and the second recommended route, guidance information along the guidance route, news, weather forecast, time, mail, TV program, and the like are displayed. In place of the liquid crystal display 15, HUD or HMD may be used.

  The speaker 16 outputs voice guidance for guiding traveling along the guidance route based on an instruction from the navigation ECU 13 and traffic information guidance.

  The DVD drive 17 is a drive that can read data recorded on a recording medium such as a DVD or a CD. Based on the read data, music and video are reproduced, the map information DB 31 is updated, and the like.

  The communication module 18 is a communication device for receiving traffic information, probe information, weather information, and the like transmitted from a traffic information center, for example, a VICS center or a probe center. . In addition, a vehicle-to-vehicle communication device that performs communication between vehicles and a road-to-vehicle communication device that performs communication with roadside devices are also included.

  The vehicle exterior camera 19 is constituted by a camera using a solid-state image sensor such as a CCD, for example, and is installed above the front bumper of the vehicle and installed with the optical axis direction downward from the horizontal by a predetermined angle. And the vehicle outside camera 19 images the front of the traveling direction of the vehicle when the vehicle travels in the automatic driving section. In addition, the vehicle control ECU 20 performs image processing on the captured image, thereby detecting a lane line drawn on the road on which the vehicle travels, other vehicles in the vicinity, and the like. Perform operation control. On the other hand, when the vehicle travels in an automatic driving section, the navigation ECU 13 has a section where a situation in which it is difficult to cause the driving to be performed by automatic driving control based on a captured image captured by the outside camera 19 as described later (for example, Detection of a thin section line, etc.). The detected section is newly set as an interrupted section as will be described later. In addition, you may comprise the vehicle exterior camera 19 so that it may arrange | position behind or a side other than the vehicle front. In addition, various sensors such as an illuminance sensor and a rain sensor may be used instead of the outside camera 19 for detection of a section where a situation where it is difficult to perform traveling by the automatic driving control occurs. In that case, for example, heavy rain or heavy fog can be detected. As a means for detecting other vehicles, a sensor such as a millimeter wave radar, vehicle-to-vehicle communication, or road-to-vehicle communication may be used instead of the camera.

  The vehicle control ECU 20 is an electronic control unit that controls the vehicle on which the navigation device 1 is mounted. Further, the vehicle control ECU 20 is connected to each drive unit of the vehicle such as a steering, a brake, and an accelerator. In the first embodiment, the vehicle is controlled by controlling each drive unit particularly when the vehicle travels in an automatic driving section. Implement automatic operation control. Moreover, navigation ECU13 transmits the instruction | indication signal regarding automatic driving control with respect to vehicle control ECU20 via CAN at the time of the driving | running | working planned route (guide route) which performs automatic driving control being determined. And vehicle control ECU20 implements the automatic driving | operation control after a driving | running | working start according to the received instruction signal. Note that the content of the instruction signal includes information for specifying a planned travel route (guidance route) and an automatic operation performed on the vehicle for sections other than the interrupted section among the automatic driving sections included in the planned travel path. This is information in which the control content of the operation control (for example, straight ahead, lane change to the right, merge, etc.) is set.

  Next, a route search processing program executed by the CPU 41 in the navigation device 1 according to the first embodiment having the above configuration will be described with reference to FIG. FIG. 2 is a flowchart of the route search processing program according to the first embodiment. Here, the route search processing program is a program that is executed when a predetermined operation for performing a route search is received in the navigation device 1 and searches for a recommended route from the departure point to the destination. 2, 7, 9, and 10 are stored in the RAM 42 and the ROM 43 provided in the navigation device 1 and executed by the CPU 41.

  First, in step (hereinafter abbreviated as S) 1 in the route search processing program, the CPU 41 assumes that the vehicle performs manual driving without performing automatic driving control in the automatic driving section, and reaches from the departure point to the destination. A recommended route (hereinafter referred to as a second recommended route) is searched. The search process for the second recommended route in S1 is the same as a general route search process that does not consider automatic driving control, and thus description thereof is omitted.

  Next, in S2, the CPU 41 determines whether or not the automatic operation switch is turned on. Here, the automatic driving switch is a switch for the user to switch whether the vehicle basically performs the automatic driving control in the automatic driving section or performs the manual driving without performing the automatic driving control. Be placed.

  And when it determines with the automatic driving | operation switch being turned ON (S2: YES), it transfers to S4. On the other hand, when it is determined that the automatic operation switch is OFF (S2: NO), the process proceeds to S3.

  That is, when it is determined that the automatic operation switch is turned on, the user desires to perform automatic operation control in the automatic operation section. Therefore, as described later, the CPU 41 performs the process in S1 after S4. In addition to the searched second recommended route, a recommended route from the departure point to the destination (hereinafter referred to as a first recommended route) is searched on the assumption that the vehicle basically performs the automatic driving control in the automatic driving section.

  On the other hand, if it is determined that the automatic operation switch is turned off, the user desires to perform manual operation without performing automatic operation control in the automatic operation section. The second recommended route searched in is guided to the liquid crystal display 15. A plurality of second recommended routes may be selected, and other candidate routes searched under conditions different from those of the second recommended route (for example, routes searched with distance priority, general road priority, toll road priority). You may also guide. Then, the user selects a planned travel route (guide route) of the vehicle from the guided routes. Thereafter, the navigation device 1 performs traveling guidance based on the selected planned traveling route.

  In S4, the CPU 41 acquires the departure place and the destination. Note that the departure point may be the current position of the vehicle or an arbitrary point (for example, a home) designated by the user. The destination is acquired based on a user operation (for example, a facility search or selection operation) received in the operation unit 14.

  Next, in S5, the CPU 41 creates a candidate route that is a candidate for the first recommended route. The candidate route is created using a known Dijkstra method. Specifically, the route is searched from the departure side and the destination side, and the search cost (node) accumulated from the departure side in the overlapping portion of the search from the departure side and the search from the destination side. (Cost and link cost), the search cost accumulated from the destination side, and the charge cost corresponding to the charge required for traveling, that is, the cost addition value is calculated. Then, the CPU 41 identifies a predetermined number (for example, a maximum of five) routes as candidate routes in the order of the calculated cost addition value.

  The subsequent processes in S6 to S12 are performed for each candidate route created in S5. And after the process of S6-S12 is performed by making all the produced candidate paths into object, it transfers to S13.

  In S6, the CPU 41 determines whether or not an automatic travel section is included in the candidate route to be processed. The automatic travel section is a section that basically performs automatic driving control when the vehicle travels in the section as described above, and corresponds to, for example, an expressway.

  And when it determines with an automatic travel area being included in the candidate path | route used as a process target (S6: YES), it transfers to S7. On the other hand, when it is determined that the automatic travel section is not included in the candidate route to be processed (S6: NO), the process proceeds to S12.

  In S <b> 7, the CPU 41 determines whether there is an automatic driving control interruption history when the vehicle has traveled in the past for the automatic traveling section included in the candidate route to be processed. Note that the interruption history of automatic operation control includes information for specifying the position (start position or end position of interruption), time, distance, and reason for interruption of automatic operation control. Further, the automatic operation control interruption history may be stored in the data recording unit 12 or may be stored in an external server. Furthermore, when it is set as the structure memorize | stored in an external server, you may include also about the interruption history of other vehicles other than the interruption history of the same vehicle.

  If it is determined that there is an automatic driving control interruption history when the vehicle has traveled in the past for the automatic traveling section included in the candidate route to be processed (S7: YES), the process proceeds to S8. And migrate. On the other hand, for the automatic travel section included in the candidate route to be processed, if it is determined that there is no automatic driving control interruption history when the vehicle traveled in the past (S7: NO), The process proceeds to S9.

  In S8, the CPU 41 acquires an automatic driving control interruption history when the vehicle has traveled in the past for the automatic traveling section included in the candidate route to be processed. Specifically, when the automatic operation control interruption history is stored in the data recording unit 12, it is read from the data recording unit 12. On the other hand, when the automatic operation control interruption history is stored in an external server, it is acquired by communicating with the external server.

Subsequently, in S <b> 9, the CPU 41 specifies a section (hereinafter referred to as a suspended section) where the automatic driving control is suspended in the automatic driving section included in the candidate route. In addition, as an interruption section, a section where a situation in which it is difficult to perform driving by automatic driving control is specified based on road shape, lane markings, traffic information, weather information, past automatic driving control interruption history, and the like. . In the interrupted section, the automatic driving control of the vehicle is interrupted and traveling by manual driving is performed. For example, a section corresponding to any of the following conditions (1) to (5) is specified as an interrupted section.
(1) A section that requires merging or changing lanes in a short section (for example, 500 m or less).
(2) A section where the lane marking (the roadway center line, the lane boundary line, the roadway outer line, etc.) has disappeared or has become so thin that it cannot be recognized by the camera.
(3) A section in which lane regulation is caused by accidents, construction work, fallen objects, etc., but it cannot be determined which lane the regulated lane is.
(4) A section in which the weather is difficult to detect by a camera or a sensor or the weather is difficult to control (for example, heavy rain, heavy fog, snow accumulation, road freezing) when the vehicle is running.
(5) A section other than (1) to (4) in which automatic operation control has been interrupted in the past.

  Whether or not the conditions (1) to (4) are satisfied is determined based on, for example, map information, VICS information, probe information, vehicle-to-vehicle communication, and road-to-vehicle communication. Whether the condition (5) is satisfied is determined based on the interruption history acquired in S8. Note that the interrupted section specified in S9 is provisionally specified, and the interrupted sections are integrated and finalized in S10, which will be described later, and finally determined and set as the interrupted section. Furthermore, the setting of the interruption section is basically performed at the time of route search (S9, S10), but is also performed while the vehicle is traveling after the route search as described later (S47 in FIG. 10).

  Next, in S <b> 10, the CPU 41 executes an interruption interval combination process (FIG. 7) described later. It should be noted that the interrupting section joining process is a process of connecting interrupting sections arranged adjacent to each other along a candidate route so as to satisfy certain conditions and setting them as one continuous interrupting section.

  Subsequently, in S11, the CPU 41 acquires interrupt information for interrupting automatic driving control for the candidate route to be processed based on the interrupt section set in S9 and S10. The interruption information includes the number of times, time, distance, position, and reason why automatic driving control is interrupted on the candidate route to be processed. The time, distance, position, and reason are acquired for each interrupted section.

  Thereafter, in S12, the CPU 41 calculates a determination value D that serves as an index for selecting the first recommended route for the candidate route to be processed. Specifically, it is calculated by the following method.

  First, the required time T (minutes) required to travel on the candidate route is acquired. The required time T is calculated from map information, traffic information, and the like. Next, an addition value α corresponding to the interruption information acquired in S11 is added to the calculated required time T. Then, a total value of the required time T and the addition value α is set as a determination value D. The added value α is calculated using at least one of the number of times, the time, the distance, the position, and the reason for interrupting the automatic operation control. For example, the sum of any one or more of (A) to (C) below is set as the addition value α. (A) Number of times automatic driving control is interrupted on the candidate route × 2 minutes, (B) Total time (minutes) when automatic driving control is interrupted on the candidate route, (C) Automatic driving control is interrupted on the candidate route Total distance (km).

  Further, when the addition value α is calculated using the position where the automatic driving control is interrupted, the addition value α is calculated so as to increase as the interrupting position is closer to the destination side of the candidate route. For example, a value obtained by multiplying the ratio of “distance from departure place to stop point” to “total length of candidate route” by “required time × 0.1” is added value α. In addition, when there are a plurality of interruption sections, the addition value α may be calculated for each of the plurality of interruption sections, and the determination value D may be calculated using only the largest addition value α. The determination value D may be calculated by adding the addition value α to the required time T.

  In addition, when the addition value α is calculated using the reason why the automatic operation control is interrupted, the addition value α is calculated so that the addition value α becomes a larger value in the situation where it is difficult to perform the driving by the automatic operation control. Here, FIG. 3 is a diagram showing an example of a correspondence relationship between the added value α and the reason why the automatic operation control is interrupted. For example, a case where a section that is set as an interrupted section is included because of merging or changing lanes in a short section (for example, 500 m or less), and in particular, merging or changing lanes in a longer period than 100 m and 500 m or less is performed. When an interruption section is included, the addition value α is calculated as “1”, and when an interruption section where merging or changing lanes at 100 m or less is included, the addition value α is calculated as “2”. In addition, when the road shape of the interrupted section where merging or lane change is performed cannot be specified from the map information, the addition value α is calculated to “3”. On the other hand, when a section that is set as an interrupted section is included because of snow accumulation or road surface freezing when the vehicle travels, especially when an interrupted section where road surface freezing information exists in the VICS information is included α is calculated as “3”, and VICS information does not exist, but if the weather forecast includes an interrupted section with a high snowfall rate (for example, 80% or more), the added value α is calculated as “2” and VICS information exists. Without addition, even in the weather forecast, when the snowfall rate is low (for example, less than 80%) and includes an interrupted section, the addition value α is calculated to “1”. Similarly, for other reasons, an added value is calculated as shown in FIG. In addition, when there are a plurality of interruption sections, the addition value α may be calculated for each of the plurality of interruption sections, and the determination value D may be calculated using only the largest addition value α. The determination value D may be calculated by adding the addition value α to the required time T.

  In addition, when the automatic driving section is not included in the candidate route to be processed (S6: NO), the required time T (minute) required for traveling on the candidate route becomes the determination value D. After the determination value D is calculated for all candidate routes created in S5, the process proceeds to S13.

  In S13, the CPU 41 selects the first recommended route from the candidate routes created in S5. Specifically, the judgment value D for each candidate route is compared, and the candidate route having the smallest judgment value D among the plurality of candidate routes is selected as the first recommended route. Note that a plurality of first recommended routes may be selected. In S13, a candidate route with the smallest determination value D is selected regardless of whether or not an interrupted section is included as the first recommended route. Accordingly, a candidate route that includes an interrupted section may be selected as the first recommended route, and a candidate route that does not include an interrupted section may be selected as the first recommended route.

  Next, in S14, the CPU 41 guides information related to the second recommended route selected in S1 and the first recommended route selected in S13. Note that only the information related to the first recommended route and the second recommended route may be guided, and other candidate routes that are not selected as the first recommended route or the second recommended route may be guided. The first recommended route and the second recommended route may be guided simultaneously on one screen, or may be guided by switching a plurality of screens.

  Here, FIG. 4 and FIG. 5 are diagrams showing route guidance screens for guiding the first recommended route and the second recommended route displayed on the liquid crystal display 15 in S14. 4 shows an example in which the first recommended route and the second recommended route are guided on one screen, and FIG. 5 shows an example in which the first recommended route and the second recommended route are guided on a plurality of screens.

For example, the first recommended route 52 and the second recommended route 53 are superimposed on the map on the same screen and displayed on the route guidance screen 51 shown in FIG. In addition, it is desirable to change and display the display mode (for example, line type and color) of each route so that the user can identify the first recommended route 52 and the second recommended route 53. The route guidance screen 51 displays an information window 54 that displays information on the first recommended route 52 and the second recommended route 53 in a list for each route.
Here, in the information window 54, for example, the required time to the destination is displayed. Further, for the first recommended route 52, information regarding interruption information in particular may be displayed. Specifically, (a) the number of times automatic operation control is interrupted in the route and (b) the total distance at which automatic operation control is interrupted in the route are displayed. In addition, it is good also as a structure which displays also about the sum total of the time when automatic driving | operation control is interrupted in a path | route. Moreover, it is good also as a structure which displays also about the sum total of expense required to drive | work a toll road, total distance, etc. FIG.

  On the other hand, in the route guidance screen shown in FIG. 5, a display switching button 55 is arranged, and each time the user selects the display switching button 55, a first route guidance screen 56 on which the first recommended route 52 is displayed; The second route guidance screen 57 on which the second recommended route 53 is displayed is switched and displayed. In particular, in the first route guidance screen 56, when the first recommended route 52 displayed on the map image on the left side of the screen includes an automatic driving section, a section corresponding to the automatic driving section and a section not corresponding to the automatic driving section. Is identified and displayed. For example, in the example shown in FIG. 5, the automatic driving section is displayed with a solid line, and other than the automatic driving section is displayed with a broken line. In addition, for the section corresponding to the interrupted section among the automatic driving sections, a section specifying line segment 58 connecting the start point and the start point of the interrupted section is displayed in order to identify the section from other sections. Further, an interruption icon 59 indicating the reason for interrupting the automatic operation control is displayed in the vicinity of the section specifying line segment 58. For example, in the first route guidance screen 56 shown in FIG. 5, there is one interruption section for the first recommended route 52, and the interruption section on the departure side is a section that needs to be merged in a short section. It shows that it is set to the interruption section for the reason. In addition to the first recommended route, an information window 60 that displays information related to other candidate routes that were not selected as the first recommended route in a list for each route is displayed on the first route guidance screen 56. . The route selected by the cursor 61 in the information window 60 is displayed on the map image on the left side of the screen. In addition, the information window 60 is displayed in a sorted manner. Specifically, among the candidate routes, a route with a higher priority is preferentially guided. The priority is basically set higher as the judgment value D is smaller, but it may be set based on the number of times automatic operation control is interrupted, time, distance, position, and reason.

  Further, the second route guidance screen 57 has basically the same configuration as the first route guidance screen 56. However, since the second recommended route 53 is based on the premise that automatic operation control is not performed, guidance on the interrupted section and the interrupt information is not performed. The second route guidance screen 57 includes information related to a route searched for under conditions different from the second recommended route in addition to the second recommended route (for example, a route searched with distance priority, general road priority, toll road priority). Is displayed in a list for each route. Then, the route selected by the cursor 63 in the information window 62 is displayed on the map image on the left side of the screen. In the example shown in FIG. 5, a route other than the first recommended route 52 and the second recommended route 53 can be displayed. However, only the first recommended route 52 and the second recommended route 53 may be displayed. good.

  Then, by visually recognizing the route guidance screens shown in FIGS. 4 to 6 displayed on the liquid crystal display 15, the user can search for a recommended route that is searched assuming that automatic driving control is performed when the automatic driving section is included. It is possible to grasp the contents by comparing a first recommended route with a second recommended route which is a recommended route searched on the assumption that automatic operation control is not performed. As a result, the user can select a more appropriate travel route without being limited to the travel mode of the vehicle. In particular, regarding the first recommended route, where and how automatic driving control is interrupted when traveling on the first recommended route (number of times automatic driving control is interrupted, time, distance, position, reason, etc.) It becomes possible to grasp about.

  Next, in S15, the CPU 41 determines a planned travel route (guide route) of the vehicle based on the user's operation from the first recommended route and the second recommended route guided in S13 or other candidate routes. To do. Thereafter, the CPU 41 is a case where the planned driving route includes an automatic driving section, and the route searched for on the assumption that the planned driving route performs automatic driving control in the automatic driving section (for example, the first recommended route). ), The details of automatic driving control performed on the vehicle in the automatic driving sections included in the planned driving route, excluding the interrupted section (for example, straight ahead, lane change to the right) , Merge, etc.).

  For example, in the example shown in FIG. 6, it is the figure which showed an example of the control content of the automatic driving | operation control set when the sections af are automatic driving | running | working areas among the driving schedule routes of a vehicle. In the example shown in FIG. 6, since the section e is an interruption section among the sections a to f, the control content of the automatic operation control is set for the sections a to d and f excluding the section e. In addition, the control content of automatic driving control is basically determined based on the planned travel route and map information. For example, “Merge” is set as the control content of automatic driving control in the section where it is necessary to merge with the main line by IC etc. Is done. Further, “change lane to right (left)” is set in a section where lane change is required in order to move to another highway by JCT or the like. And the information which specifies a driving planned route and the set control content are transmitted to vehicle control ECU20 via CAN. As a result, when the vehicle starts traveling, the vehicle control ECU 20 performs automatic driving control after the start of traveling according to the information received from the navigation device 1. In addition, even when the automatic driving section is not included in the planned driving route or when the automatic driving section is included, the route searched on the assumption that the planned driving route does not perform the automatic driving control in the automatic driving section. In the case of (for example, the second recommended route), the setting of the control content of the automatic driving control and the transmission to the vehicle control ECU 20 are not performed.

  Next, the sub-process of the interruption interval combination process executed in S10 will be described with reference to FIG. FIG. 7 is a flowchart of a sub-processing program for the process of combining interrupted sections.

  First, in S21, the CPU 41 determines whether or not the interrupted section specified in S9 is included in a plurality of sections for the candidate route to be processed.

  When it is determined that the candidate route to be processed includes a plurality of interrupted sections identified in S9 (S21: YES), the process proceeds to S22. On the other hand, when it is determined that only one interruption section is included or no interruption section is included (S21: NO), the process proceeds to S11 without combining the interruption sections.

  The subsequent processes of S22 to S28 are performed for each interruption section included in the candidate route to be processed. First, processing is executed for the interruption section that is closest to the departure place, and thereafter, processing is executed in order from the interruption section that is closest to the departure place. And after the process of S22-S28 is performed for the interruption area one side before the interruption area in the most destination side, it transfers to S11.

  In S22, the CPU 41 acquires the start point X1, the end point X2, and the distance L1 (= | X2-X1 |) of the interrupted section to be processed.

  Next, in S23, the CPU 41 determines the start point Y1, the end point Y2, and the distance L2 (interrupt section set next to the destination side of the interrupt section to be processed) (that is, the interrupt section set adjacent to the destination side). = | Y2-Y1 |) respectively.

  Subsequently, in S24, the CPU 41 determines the distance L3 (= |) between the interrupted section to be processed (hereinafter referred to as the first interrupted section) and the interrupted section to be processed next (hereinafter referred to as the second interrupted section). X2-Y1 |) is calculated.

  Subsequently, in S25, the CPU 41 predicts the vehicle speed V of the vehicle traveling between the first interruption section and the second interruption section. The vehicle speed V may be a road speed limit (for example, 80 km / h) specified based on the map information, or may be an average vehicle speed of a corresponding section acquired from VICS information or probe information. In addition, it is desirable to predict in consideration of traffic information such as traffic jam information.

  Thereafter, in S26, the CPU 41 is necessary for the vehicle to travel from the end point of the first interruption section to the start point of the second interruption section based on the distance L3 calculated in S24 and the vehicle speed V predicted in S25. The required time Z (= L3 / V) is calculated.

  Next, in S27, the CPU 41 determines whether or not the required time Z calculated in S26 is equal to or less than a predetermined threshold value. Here, the threshold value used as the determination criterion in S27 is set based on, for example, the road type and the road shape, and is an upper limit time at which the switching interval between the automatic driving control and the manual driving is determined to be complicated for the user. 1 minute. Note that the user may set a threshold value. Moreover, it is good also as a structure which determines whether the distance L3 between a 1st interruption area and a 2nd interruption area is below a threshold value (for example, 1 km) rather than whether the required time Z is below a threshold value in said S27.

  And when it determines with the required time Z calculated by said S26 being below a predetermined threshold value (S27: YES), it transfers to S28. On the other hand, when it is determined that the required time Z calculated in S26 is longer than the predetermined threshold (S27: NO), the process returns to S22, and after changing the interruption section to be processed, the steps after S22 are performed. Run the process again.

  In S <b> 28, the CPU 41 connects the first interruption section and the second interruption section and sets it as one continuous interruption section. For example, a case will be described in which two interruption sections A and B are set adjacently along the candidate route as shown in FIG. In this case, unless the interruption sections are combined in S28, automatic operation control is performed from point X1, manual operation is performed from point X1 to point X2, and automatic operation is performed from point X2 to point Y1. Control is performed, manual operation is performed from point Y1 to point Y2, and automatic operation control is performed after point Y2. Therefore, switching between automatic operation control and manual operation is frequently performed. On the other hand, when the interrupted section A and the interrupted section B are connected in S28 and a new interrupted section C starting from X1 and ending at Y2 is set, manual operation is continued from point X1 to point Y2. Thus, frequent switching between automatic operation control and manual operation can be prevented.

  Thereafter, the process returns to S22, and after changing the interruption section to be processed, the processes after S22 are executed again. And after the process of S22-S28 is performed for the interruption area one side before the interruption area in the most destination side, it transfers to S11.

  Next, an automatic driving control processing program executed by the CPU 41 in the navigation device 1 according to the first embodiment will be described with reference to FIG. FIG. 9 is a flowchart of the automatic operation control processing program according to the first embodiment. Here, the self-propelled driving control processing program is executed at a predetermined interval (for example, every 100 ms) after the planned traveling route (guide route) of the vehicle is determined in S15, and the automatic driving control continuation determination or interruption interval is determined. This is a program for making new settings. However, if the planned travel route is a route searched on the assumption that automatic operation control is not performed in the automatic operation section (for example, the second recommended route), the automatic operation control processing program is basically not executed. The configuration may be executed if the user desires.

  First, in S31, in the automatic operation control processing program, the CPU 41 determines whether or not the automatic operation start button is turned on. Here, the automatic operation start button is arranged on an instrument panel or the like, and is switched ON and OFF every time the user presses it. Then, automatic driving control is started when the vehicle is running in an automatic driving section (excluding the section set as an interruption section), while automatic driving is started when the vehicle is turned off during execution of the automatic driving control. Even during traveling in the section, the automatic operation control ends and switches to manual operation.

  And when it determines with the automatic driving | operation start button being turned ON (S31: YES), it transfers to S34. On the other hand, if it is determined that the automatic operation start button is not turned on (S31: NO), the process proceeds to S32.

  In S32, the CPU 41 determines whether or not automatic driving control in the vehicle is being executed.

  And when it determines with the automatic driving | operation control in a vehicle being performed (S32: YES), it transfers to S33. On the other hand, when it is determined that the automatic driving control in the vehicle is not being executed (S32: NO), the automatic driving control processing program is terminated.

  In S33, the CPU 41 executes an automatic operation control end process. Specifically, an instruction signal for terminating the automatic driving control is transmitted to the vehicle control ECU 20 via the CAN. As a result, the automatic driving control ends in the vehicle and switches to manual driving.

  On the other hand, in S34, the CPU 41 determines whether or not the vehicle is in the automatic driving section based on the current position of the vehicle detected by the current position detection unit 11 and the map information. Note that it is desirable to specify the current position of the vehicle in detail using a high-precision location technology. Here, the high-accuracy location technology detects the white line and road surface paint information captured from the camera behind the vehicle by image recognition, and further compares the white line and road surface paint information with a previously stored map information DB, thereby driving the vehicle. This is a technology that makes it possible to detect lanes and highly accurate vehicle positions. The details of the high-accuracy location technology are already known and will be omitted.

  And when it determines with a vehicle being in an automatic driving area (S34: YES), it transfers to S35. On the other hand, when it is determined that the vehicle is not in the automatic driving section (S34: NO), the process proceeds to S32.

  In S35, the CPU 41 executes an interruption section detection process (FIG. 10) described later. In addition, the detection process of the interruption section has a situation where it is difficult to perform the automatic driving control outside the section that has already been set as the interruption section using the outside camera 19 or the sensor while the vehicle is traveling as described later. This is a process of detecting a generated section and newly setting it as an interrupted section.

  Next, in S36, the CPU 41 determines whether or not the automatic operation control is being interrupted. As described above, even when the vehicle is traveling in the automatic driving section, if the vehicle is located in the set interruption section, the automatic driving control of the vehicle is interrupted and traveling by manual driving is performed.

  If it is determined that the automatic operation control is being interrupted (S36: YES), the process proceeds to S39. On the other hand, when it is determined that the automatic operation control is not interrupted (S36: NO), the process proceeds to S37.

  In S37, the CPU 41 determines whether or not the vehicle has entered the interruption section. The interruption section is set in advance for the planned travel route on which the vehicle travels in the above-described route search processing program (FIGS. 2 and 7). It is also set in a detection process (FIG. 10) of an interrupted section described later.

  And when it determines with the vehicle having entered into the interruption area (S37: YES), it transfers to S38. In S38, the CPU 41 executes the automatic operation control interruption process. Specifically, an instruction signal for temporarily interrupting the automatic driving control is transmitted to the vehicle control ECU 20 via the CAN. As a result, the automatic operation control is temporarily interrupted in the vehicle and switched to manual operation. On the other hand, when it is determined that the vehicle has not entered the interruption section (S37: NO), automatic driving control is continuously performed.

  On the other hand, in S39, the CPU 41 determines whether or not the vehicle has left the suspended section.

  And when it determines with the vehicle having left the interruption area (S39: YES), it transfers to S40. In S <b> 40, the CPU 41 executes automatic operation control restart processing. Specifically, an instruction signal for resuming the automatic driving control that has been interrupted is transmitted to the vehicle control ECU 20 via the CAN. As a result, the automatic operation control that has been interrupted in the vehicle is resumed, and the manual operation is switched to the automatic operation control. On the other hand, when it is determined that the vehicle has not left the interruption section (S39: NO), the automatic driving control is continued to be interrupted.

  Next, the sub-process of the interruption section detection process executed in S35 will be described with reference to FIG. FIG. 10 is a flowchart of a sub-processing program for detecting the interruption interval.

  First, in S <b> 41, the CPU 41 acquires the current position of the vehicle based on the detection result of the current position detection unit 11. Note that it is desirable to specify the current position of the vehicle in detail using a high-precision location technology.

  Next, in S42, the CPU 41 acquires route information ahead of the vehicle in the traveling direction. For example, route information within 1 km is acquired along the planned travel route from the current position of the vehicle.

  Subsequently, in S43, the CPU 41 determines whether or not it is connected to a traffic information server such as an external server or a VICS center in which the interruption history of the automatic driving control of other vehicles is stored.

  If it is determined that the vehicle is connected to a traffic information server such as an external server or a VICS center in which the interruption history of the automatic driving control of other vehicles is stored (S43: YES), the route from the server in S42 is determined. The latest automatic driving control interruption history and the latest traffic information in the forward section (hereinafter referred to as the detection target section) of the vehicle in which the information has been acquired are acquired (S44). On the other hand, when it is determined that it is not connected to a traffic information server such as an external server or a VICS center that stores the automatic driving control interruption history of other vehicles (S43: NO), the process proceeds to S45.

  In S45, the CPU 41 determines whether a camera, a sensor, or the like for detecting the external environment of the vehicle is connected. Examples of the sensor include a millimeter wave radar for detecting an obstacle, a rain sensor for detecting rain and snow, an illuminance sensor, and the like.

  If it is determined that a camera or sensor for detecting the external environment of the vehicle is connected (S45: YES), the external environment around the vehicle is detected using the connected camera or sensor. (S46). On the other hand, if it is determined that a camera or sensor for detecting the external environment of the vehicle is not connected (S45: NO), the process proceeds to S47.

Subsequently, in S47, the CPU 41, in the section ahead of the traveling direction of the vehicle that acquired the route information in S42, based on the interruption history and traffic information acquired in S44 and the external environment detected in S46, has already It is determined whether or not there is a section in which a situation where it is difficult to cause the automatic driving control to run is performed except for the section set as the suspension section. And when it determines with the area where the situation where it is difficult to perform driving | running | working by automatic operation control exists, this area is newly specified as an interruption area. The interrupted section specified in S47 cannot be specified during the route search, but is an interrupted section that can be specified for the first time when the vehicle reaches the site. For example, the following (6) to (9) ) Is determined as an interrupted section.
(6) A section in which no interruption history exists at the time of the route search, but a new interruption history is generated when another vehicle interrupts the automatic driving control until the vehicle arrives at the site.
(7) A section in which a lane restriction is newly generated due to an accident, a construction work, a fallen object, or the like after the route search, and it is impossible to determine which lane is the restricted lane.
(8) By imaging the road surface with the camera, it was newly detected that the lane markings (the lane center line, the lane boundary line, the lane outside line, etc.) have disappeared or have become so thin that they cannot be recognized by the camera. section.
(9) A section that cannot be predicted at the time of route search, but is difficult to detect by a camera or sensor, or weather in which vehicle control is difficult (for example, heavy rain, heavy fog, snow cover, road surface freezing).

  Next, in S48, the CPU 41 determines whether or not an interrupted section has been newly specified in S47.

  And when it determines with the interruption area having been newly specified (S48: YES), it transfers to S49. On the other hand, when it is determined that the interrupted section is not newly specified (S48: NO), the process proceeds to S36 without setting a new interrupted section.

  In S <b> 49, the CPU 41 executes the above-described interruption section combining process (FIG. 7). As described above, the joining process of the interrupting sections is a process of connecting the interrupting sections continuously arranged along the candidate route while satisfying a certain condition and setting the interrupting sections as one continuous interrupting section. That is, since a new interrupted section is specified in S47, it is determined whether or not to join the interrupted sections for the new interrupted section. If necessary, the interrupted sections are combined. In S25, when the vehicle speed V of the vehicle traveling between the first interruption section and the second interruption section is predicted, the vehicle speed of the vehicle at the current time (that is, when a new interruption section is specified) is determined by the vehicle speed sensor. 23, and the obtained vehicle speed is preferably estimated as the vehicle speed V of the vehicle traveling between the first interruption section and the second interruption section.

  Next, in S50, the CPU 41 changes the control content of the automatic operation control set in S14 according to the newly specified and combined interrupted section. Specifically, the control content is changed so that automatic operation control is not performed in a section newly set as an interrupted section. Further, if it is necessary to change the control contents of the automatic operation control in other sections, the change is made. Then, the changed control content is transmitted to the vehicle control ECU 20 via the CAN. As a result, it is possible to implement automatic operation control that reflects the newly specified and combined interrupted section.

  As described above in detail, in the navigation device 1 according to the first embodiment, the route guidance method by the navigation device 1 and the computer program executed by the navigation device 1, the departure includes an automatic driving section in which automatic driving control of the vehicle is performed. When searching for a recommended route from the place to the destination, a first recommended route that is a recommended route from the departure point to the destination is assumed on the assumption that the vehicle performs automatic driving control in at least a part of the automatic driving section. In addition to searching (S4 to S13), a second recommended route that is a recommended route from the departure point to the destination is searched on the assumption that the vehicle does not perform automatic driving control in the automatic driving section (S1). Since the recommended route and the second recommended route are guided (S14), the user's route selection range is widened, and the user is not limited to the driving mode of the vehicle. It is possible to select an appropriate traveling route.

[Second Embodiment]
Next, a navigation device according to a second embodiment will be described with reference to FIG. In the following description, the same reference numerals as those of the configuration of the navigation device 1 according to the first embodiment in FIGS. 1 to 10 denote the same or corresponding parts as the configuration of the navigation device 1 according to the first embodiment. It is.

  The schematic configuration of the navigation device according to the second embodiment is substantially the same as that of the navigation device 1 according to the first embodiment. Various control processes are also substantially the same as those in the navigation apparatus 1 according to the first embodiment. However, the navigation device 1 according to the first embodiment determines the interruption section in which the automatic driving control is interrupted in the navigation device 1 during the route search of the first recommended route, and the vehicle control ECU 20 determines the navigation device 1 during the route search. Whereas the vehicle is controlled according to the interrupted section, in the navigation device according to the second embodiment, the automatic driving control may be interrupted in the navigation device 1 during the route search for the first recommended route (hereinafter referred to as the predicted stop interval). The specified interruption prediction section does not affect whether or not the automatic driving is actually interrupted (that is, whether or not the automatic driving control is interrupted is determined in the automatic driving section). It is different in that it is determined by the navigation device or the vehicle control ECU 20 during traveling).

  Note that the route search processing program executed by the CPU 41 in the navigation device according to the second embodiment is different from the route search processing program (FIG. 2) according to the first embodiment except that the interrupted section is replaced with the predicted interrupt section. The process is basically the same. Further, the automatic operation control processing program is basically the same processing as the automatic operation control processing program (FIG. 9) according to the first embodiment. However, since the route search processing program according to the second embodiment only predicts a section in which the automatic driving control may be interrupted, the interrupt prediction section specified in S9 and S10 and the actual automatic driving are actually detected. The section where control is interrupted may be different. Therefore, the control content (see FIG. 6) of the automatic driving control determined in S15 is changed at any time while the vehicle is traveling.

  Further, the process of combining the interrupted sections in S9 is also performed for the predicted interrupted section. As a result, when the candidate route of the first recommended route includes an interruption prediction interval in which the automatic driving control may be interrupted, one interruption prediction interval that is continuous by connecting adjacent interruption prediction intervals Can be set. Therefore, it is possible to accurately correspond the interruption prediction section to the section where the automatic operation control is actually interrupted. Moreover, it becomes possible to correct to the shape which can be easily grasped by the user without complicating the shape of the interruption prediction section.

  In the navigation device according to the second embodiment, in S11, the CPU 41 is predicted to interrupt the automatic driving control for the candidate route to be processed based on the predicted interruption interval set in S9 and S10. Get prediction information. In addition, the interruption prediction information indicates the probability that automatic driving control is actually interrupted in the predicted interruption period in addition to the number of times, time, distance, position, and reason that automatic driving control is predicted to be interrupted in the candidate route to be processed. including.

  In S12, the CPU 41 calculates the probability that the automatic driving control is interrupted in addition to the number of times, the time, the distance, the position, and the reason that the automatic driving control is predicted to be interrupted when calculating the judgment value D of the candidate route. The added value α may be calculated by using this.

  For example, when the addition value α is calculated using the probability that the automatic driving control is interrupted, the addition value α is calculated such that the higher the probability of interruption, the larger the addition value α. Here, FIG. 11 is a diagram illustrating an example of a correspondence relationship between the added value α and the probability that the automatic driving control is interrupted. For example, it is a case including a section set as an interruption prediction section for the reason of performing a merging or lane change in a short section (for example, 500 m or less), and particularly a merging or lane change in a longer period than 100 m and 500 m or less. In the case of including the predicted interruption section to be performed, since it is possible to perform merging and lane change relatively easily even in the automatic driving control, the probability that the automatic driving control is interrupted is low, and the addition value α is set to “ 1 ". In addition, in the case of including an interruption prediction section in which merging or lane change is performed at 100 m or less, it is difficult to perform merging or lane change by automatic driving control, so there is a high probability that automatic driving control is interrupted, and the added value α Is calculated as “2”. In addition, when the road shape of the interruption prediction section where the merging or lane change is performed cannot be specified from the map information, since the automatic driving control cannot be basically performed, the addition value α is calculated as “3”. On the other hand, when it includes a section that is set as a predicted suspension section due to snow or road surface freezing when the vehicle travels, especially when it includes a predicted suspension section where road surface freeze information exists in the VICS information , It is determined that there is a very high probability that the automatic driving control will be interrupted due to weather that is difficult to detect with a camera or sensor when the vehicle is traveling in the section, or weather that is difficult to control the vehicle, and the added value α is calculated to “3”. . In addition, when there is a VICS information that does not exist, but includes a forecasted section with a high snowfall rate (for example, 80% or more) in the weather forecast, it is difficult for the weather or vehicle control to be detected by a camera or sensor when the vehicle is traveling in the section. It is determined that there is a high probability that the automatic driving control will be interrupted due to the weather, and the addition value α is calculated to be “2”. Further, when there is a VICS information and there is an interruption prediction section where the snowfall rate is low (for example, less than 80%) even in the weather forecast, it is difficult for the weather or vehicle control to be detected by a camera or a sensor when the vehicle is traveling in the section. It is determined that the probability that the automatic driving control is interrupted due to the weather is low, and the addition value α is calculated to be “1”. Similarly, for other reasons, as shown in FIG. 11, the added value is calculated based on the probability that the automatic driving control is interrupted. In addition, when there are a plurality of interruption prediction sections, the addition value α may be calculated for each of the plurality of interruption prediction sections, and the determination value D may be calculated using only the largest addition value α. A configuration may be adopted in which the judgment value D is calculated by adding all the addition values α to the required time T. As a result, it is possible to calculate a judgment value D of a candidate route that includes a predicted interruption section with a high probability that the automatic driving control is actually interrupted (that is, making it difficult to be selected as the first recommended route). It is possible to select a recommended route.

  Note that the configuration for calculating the judgment value D of the candidate route based on the number of times, time, distance, position, and reason for which the automatic driving control is predicted to be interrupted is the same as that in the first embodiment, and thus the description thereof is omitted. .

  Further, in the navigation device according to the second embodiment, when the information related to the first recommended route is guided in S14, the guidance may be performed in a manner corresponding to the probability that the automatic driving control is interrupted. Specifically, the display color and display pattern of the predicted interruption section included in the first recommended route are changed according to the probability of interruption. For example, in the first route guidance screen 56 shown in FIG. 5, the predicted interruption segment predicted to have a high probability of interruption (80% or higher) is displayed in red, and the probability of interruption is moderate (less than 80% and 50% or higher). ) Is predicted in green, and the predicted interruption interval predicted to have a low probability of interruption (less than 50%) can be displayed in blue. As a result, by visually recognizing the first route guidance screen 56, the user can easily grasp in which section the automatic driving control is interrupted with what probability.

  As described above in detail, in the navigation device according to the second embodiment, the route guidance method using the navigation device, and the computer program executed by the navigation device, the object from the departure point including the automatic driving section where the automatic driving control of the vehicle is performed is performed. When searching for the first recommended route to the ground, a plurality of candidate routes that are candidates for the first recommended route are acquired, and automatic driving is performed in the automatic driving section included in the candidate route for each of the acquired candidate routes. It is predicted that the automatic operation control is interrupted in the automatic operation section included in the candidate route for each of the plurality of candidate routes based on the specified interruption prediction region, which identifies the interruption prediction region that may interrupt the control. Since the first recommended route is selected from among a plurality of candidate routes based on the obtained interruption prediction information, When searching for a route to, it is possible to select the first recommended route in consideration of an interruption prediction intervals that may interrupt the automatic operation control. In addition, by using the interruption prediction information related to the automatic operation control interruption prediction, it is possible to prevent an unnecessarily long route search or a situation in which the route cannot be searched, and to make a first recommendation more appropriate for the user. A route can be selected.

Note that the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.
For example, in 1st Embodiment and 2nd Embodiment, it is set as the structure which identifies the area | region which automatic operation control interrupts or may interrupt in an automatic operation area (S9, S47), but interrupts manual operation. It is good also as a structure which identifies the area which interrupts manual driving | operation or the area which may perform automatic driving | operation control by interrupting manual driving | operation. In such a case, a section that does not correspond to any of the above conditions (1) to (5) can be performed by interrupting manual operation and performing automatic operation control or by interrupting manual operation and performing automatic operation control. It becomes a section with sex. And it becomes possible to similarly perform the joining process of the interruption area shown in FIG. 7 with respect to the identified area. Furthermore, the judgment value D is calculated based on the information that the manual operation is interrupted or predicted to be interrupted, and the first recommended route is selected. In addition, in the calculation of the determination value D in S12, contrary to the first embodiment and the second embodiment, the added value α is smaller as the number, time, or distance at which manual operation is interrupted or predicted to be interrupted is larger. Set to a value. Further, the closer the position where the manual operation is interrupted or predicted to be interrupted is closer to the destination side of the candidate route, the smaller the added value α is set.

  In the first embodiment and the second embodiment, the navigation device 1 is configured to set the control content of the automatic driving control performed on the vehicle (for example, straight ahead, lane change to the right, merge, etc.) The control content of the automatic driving may be set by the vehicle control ECU 20. Further, the control content of the automatic driving control is not necessarily set at the time of the route search, and may be set before reaching the automatic driving section.

  Further, in the first embodiment and the second embodiment, the above-described detection process of the interrupted section (FIG. 10) is performed while the vehicle is traveling in the self-propelled driving section. It may be performed only during the period. In that case, when a new interruption section is specified in S47, in S49, the interruption section where the vehicle is currently located and the newly specified interruption section are combined. Further, when the detection process of the interrupted section (FIG. 10) is performed only while traveling in the interrupted section, a detection range for newly detecting the section in which the automatic driving control should be interrupted with respect to the front in the traveling direction of the vehicle. (In other words, the range in which route information is acquired in S42, the range in which interruption information and traffic information are acquired in S44, and the detection range of cameras and sensors in S46) may be configured to be set according to the vehicle speed. . For example, the detection range is set wider as the vehicle speed increases. As a result, since the required time Z from the end point of the interrupted section where the vehicle is currently located to the start point of the newly specified interrupted section is inevitably less than or equal to the threshold value, the processing of S22 to S27 can be omitted. .

  In the first embodiment and the second embodiment, the user's driving operation that the vehicle control ECU 20 controls all of the accelerator operation, the brake operation, and the steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle. It has been described as an automatic operation control for automatically running without depending on. However, in the automatic driving control, the vehicle control ECU 20 may control at least one of the accelerator operation, the brake operation, and the steering wheel operation, which is an operation related to the behavior of the vehicle among the operations of the vehicle. On the other hand, manual driving by the user's driving operation will be described as a case where the user performs all of the accelerator operation, the brake operation, and the steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle.

  In the first embodiment and the second embodiment, the navigation device 1 executes the route change processing program (FIG. 2) and the automatic driving control program (FIG. 9). However, the vehicle control ECU 20 executes the configuration. Also good. In this case, the vehicle control ECU 20 is configured to acquire the current position of the vehicle, map information, traffic information, and the like from the navigation device 1.

  In addition to the navigation device, the present invention can be applied to a device having a route search function. For example, the present invention can be applied to a mobile phone, a smartphone, a tablet terminal, a personal computer, and the like (hereinafter referred to as a mobile terminal). Further, the present invention can be applied to a system including a server and a mobile terminal. In that case, each step of the above-described route change processing program (FIG. 2) and automatic driving control program (FIG. 9) may be configured to be implemented by either a server or a portable terminal. However, when the present invention is applied to a portable terminal or the like, it is necessary that a vehicle capable of performing automatic driving control and the portable terminal or the like be connected so as to be communicable (regardless of wired wireless).

  Moreover, although the embodiment which actualized the route guidance system according to the present invention has been described above, the route guidance system can also have the following configuration, and in that case, the following effects can be obtained.

For example, the first configuration is as follows.
The route guidance means is characterized in that the first recommended route and the second recommended route are compared and displayed on the same screen.
According to the route guidance system having the above configuration, the user can easily compare the first recommended route and the second recommended route.

The second configuration is as follows.
The first route search unit includes a route candidate acquisition unit that acquires a plurality of candidate routes that are candidates for the first recommended route, and an automatic operation included in the candidate route for each of the plurality of candidate routes acquired by the route candidate acquisition unit. In the automatic operation section included in the candidate route, for each of the plurality of candidate routes, based on the interrupted section specifying means for specifying the interrupted section for interrupting the automatic driving control in the section, and the interrupted section specified by the interrupted section specifying means Interruption information acquisition means for acquiring interruption information for interrupting automatic operation control, recommended route selection means for selecting a first recommended route from among a plurality of candidate routes based on the interruption information acquired by the interruption information acquisition means, It is characterized by having.
According to the route guidance system having the above-described configuration, when searching for a route to a destination that is assumed to perform automatic driving control, the first recommended route is selected in consideration of the interruption section in which automatic driving control is interrupted. It becomes possible. In addition, by using the interruption information regarding the interruption of the automatic driving control, it is possible to prevent a circumstance route from being searched more than necessary or a situation in which the route cannot be searched, and to provide a first recommended route that is more appropriate for the user. It becomes possible to select.

The third configuration is as follows.
The interruption information includes any one of the number of times, the time, the distance, and the reason for interrupting the automatic operation control.
According to the route guidance system having the above-described configuration, it is possible to select the first recommended route in consideration of how automatic driving control is specifically interrupted. Therefore, it is possible to select a more appropriate first recommended route for the user.

The fourth configuration is as follows.
The first route search unit includes a route candidate acquisition unit that acquires a plurality of candidate routes that are candidates for the first recommended route, and an automatic operation included in the candidate route for each of the plurality of candidate routes acquired by the route candidate acquisition unit. The candidate for each of a plurality of candidate routes based on the interruption prediction section specifying means for specifying the interruption prediction section that may interrupt the automatic driving control in the section, and the interruption prediction section specified by the interruption prediction section specifying means. An interruption prediction information acquisition unit that acquires interruption prediction information predicted to interrupt automatic driving control in an automatic driving section included in the route, and a plurality of candidate routes based on the interruption prediction information acquired by the interruption prediction information acquisition unit And a recommended route selecting means for selecting the first recommended route from the inside.
According to the route guidance system having the above-described configuration, when searching for a route to a destination that is assumed to perform automatic driving control, the first is considered in consideration of a predicted interruption interval that may interrupt automatic driving control. It is possible to select a recommended route. In addition, by using the interruption prediction information related to the automatic operation control interruption prediction, it is possible to prevent an unnecessarily long route search or a situation in which the route cannot be searched, and to make a first recommendation more appropriate for the user. A route can be selected.

The fifth configuration is as follows.
The interruption prediction information includes any number of times, time, distance, position, and reason that are predicted to interrupt the automatic driving control.
According to the route guidance system having the above configuration, the first recommended route can be selected in consideration of how the automatic driving control may be specifically interrupted. Therefore, it is possible to select a more appropriate first recommended route for the user.

1 Navigation device 13 Navigation ECU
14 Operation unit 15 Liquid crystal display 41 CPU
42 RAM
43 ROM
51 Route Guidance Screen 52 First Recommended Route 53 Second Recommended Route 54 Information Window 55 Display Switch Button 56 First Route Guidance Screen 57 Second Route Guidance Screen 58 Section Specific Line Segment 59 Interruption Icon

Claims (8)

When the vehicle includes an automatic driving section in which automatic driving control of the vehicle is performed, the recommended route from the starting point to the destination is assumed on the assumption that the vehicle performs automatic driving control in at least a part of the automatic driving section. A first route searching means for searching for one recommended route;
A second route search for searching for a second recommended route that is a recommended route from the starting point to the destination on the assumption that the vehicle does not perform automatic driving control in the automatic driving zone when the automatic driving zone is included. Means,
A route guidance system comprising route guidance means for guiding the first recommended route and the second recommended route.   The route guidance system according to claim 1, wherein the route guidance unit displays the first recommended route and the second recommended route by comparing them on the same screen. The first route search means includes:
Route candidate acquisition means for acquiring a plurality of candidate routes that are candidates for the first recommended route;
For each of a plurality of candidate routes acquired by the route candidate acquisition means, an interruption section specifying means for specifying an interruption section for interrupting automatic driving control in the automatic driving section included in the candidate route;
Interruption information acquisition means for acquiring interruption information for interrupting automatic driving control in the automatic driving section included in the candidate path for each of the plurality of candidate paths based on the interruption section specified by the interruption section specifying means. When,
And a recommended route selection unit that selects the first recommended route including the interruption section from the plurality of candidate routes based on the interruption information acquired by the interruption information acquisition unit. The route guidance system of Claim 1 or Claim 2.   The route guidance system according to claim 3, wherein the interruption information includes any one of the number of times, the time, the distance, and the reason for interrupting the automatic driving control. The first route search means includes:
Route candidate acquisition means for acquiring a plurality of candidate routes that are candidates for the first recommended route;
For each of a plurality of candidate routes acquired by the route candidate acquisition means, an interruption prediction section specifying means for specifying an interruption prediction section that may interrupt automatic driving control in the automatic driving section included in the candidate route;
On the basis of the interruption prediction section specified by the interruption prediction section specifying means, for each of the plurality of candidate routes, interruption prediction information predicted to interrupt automatic driving control in the automatic driving section included in the candidate route An interruption prediction information acquisition means to acquire;
Recommended route selection means for selecting the first recommended route including the interruption prediction section from among the plurality of candidate routes based on the interruption prediction information acquired by the interruption prediction information acquisition means. The route guidance system according to claim 1 or 2.   The route guidance system according to claim 5, wherein the interruption prediction information includes any of the number of times, the time, the distance, and the reason that automatic driving control is predicted to be interrupted. When the first route search means includes an automatic driving section in which the automatic driving control of the vehicle is performed, it is assumed that the vehicle performs the automatic driving control in at least a part of the automatic driving section. Searching for a first recommended route that is a recommended route to
When the second route search means includes the automatic driving section, a second recommended route that is a recommended route from the departure place to the destination on the assumption that the vehicle does not perform automatic driving control in the automatic driving section. Searching for
A route guidance method, comprising: a route guidance means for guiding the first recommended route and the second recommended route. Computer
When the vehicle includes an automatic driving section in which automatic driving control of the vehicle is performed, the recommended route from the starting point to the destination is assumed on the assumption that the vehicle performs automatic driving control in at least a part of the automatic driving section. A first route searching means for searching for one recommended route;
A second route search for searching for a second recommended route that is a recommended route from the starting point to the destination on the assumption that the vehicle does not perform automatic driving control in the automatic driving zone when the automatic driving zone is included. Means,
Route guidance means for guiding the first recommended route and the second recommended route;
Computer program to make it function.

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