Driving support device, driving support method, and storage medium

Abstract

Provided is a driving support device, a driving support method, and a storage medium that are capable of performing driving support in accordance with the driving skills of a driver. The driving support device includes: a track derivation unit that derives a reference track in a prescribed section that conforms to a pre-set curve shape; a frequency derivation unit that derives a first frequency determined in accordance with a frequency component of a steering angle of a vehicle in a case where the vehicle passes through the prescribed section along the reference track; a detection value acquisition unit that acquires a detection value of the steering angle; a component derivation unit that derives the frequency component of the steering angle acquired in the prescribed section in a case where the vehicle passes through the prescribed section; and a driving support unit that decides an action of driving support performed on a driver of the vehicle based on a comparison result between an accumulated value of the frequency component in a first frequency band of the first frequency or more and the second frequency or less and a first reference value.

Description

Technical Field

[0001] This invention relates to a driving support device, a driving support method, and a storage medium. Background Technology

[0002] Japanese Patent Application Publication No. 2014-237337 discloses a detection device for detecting abnormal driving conditions based on the frequency change of the steering angle. This detection device derives the frequency component ratio of the steering angle. It determines whether the driving condition is abnormal based on whether the change in the frequency component ratio exceeds a predetermined amount. Summary of the Invention

[0003] However, such detection devices only detect whether the driving condition is abnormal and do not provide driving assistance to the driver. Even if a driving assistance device provides assistance based on the detection results, it provides the same steering and other driving assistance to all drivers. This presents a problem: the driving assistance device cannot provide driving assistance based on the driver's driving skill.

[0004] The present invention was made in consideration of such circumstances, and one of its objectives is to provide a driving support device, driving support method, and storage medium capable of performing driving support according to the driver's driving skills.

[0005] In order to solve the above-mentioned problems and achieve the relevant objectives, the present invention adopts the following solution.

[0006] (1): One aspect of the present invention relates to a driving support device, wherein the driving support device comprises: a track output unit that outputs a reference track in a predetermined interval that conforms to a pre-set curve shape; a frequency output unit that outputs a first frequency, which is determined based on the frequency component of the steering angle of the vehicle assuming that the vehicle has passed through the predetermined interval along the reference track; a detection value acquisition unit that acquires a detection value of the steering angle; a component output unit that outputs the frequency component of the steering angle acquired in the predetermined interval when the vehicle has passed through the predetermined interval; and a driving support unit that determines a driving support action to be performed on the driver of the vehicle based on a comparison result between the cumulative value of the frequency component in a first frequency band above the first frequency and below the second frequency and a first reference value.

[0007] (2): Based on the above (1) scheme, it is also possible that the driving support unit reduces the degree of driving support provided to the driver of the vehicle when the cumulative value of the frequency component in the first frequency band is less than the first reference value.

[0008] (3): Based on the above (1) or (2) scheme, it is also possible that when the cumulative value of the frequency component in the second frequency band above the second frequency is above the second reference value, the driving support unit increases the degree of driving support provided to the driver of the vehicle.

[0009] (4): Based on the above (3) scheme, the driving support unit may output a steering reaction force from the vehicle's steering device to prevent the vehicle from leaving the lane as driving support, and determine the relationship between the amount of the vehicle leaving the lane and the steering reaction force according to the degree of driving support.

[0010] (5): Based on the above (3) scheme, the driving support unit may adjust the speed of the vehicle according to the degree of driving support and the vehicle distance while maintaining the vehicle's inter-vehicle distance as driving support.

[0011] (6): Based on the above schemes (1) to (5), the track derivation unit may also derive the reference track as a candidate for the vehicle's target track by using the cumulative value of the frequency components in a third frequency band above the third frequency and below the first frequency, which is determined based on the frequency components of the steering angle obtained in the specified interval in the past, as a candidate for the vehicle's target track.

[0012] (7): One aspect of the present invention relates to a driving support method, wherein the driving support method is executed by a computer of a driving support device, comprising: a track derivation step of deriving a reference track in a predetermined interval that conforms to a pre-set curve shape; a frequency derivation step of deriving a first frequency, wherein the first frequency is determined based on the frequency component of the steering angle of the vehicle assuming that the vehicle has passed through the predetermined interval along the reference track; a detection value acquisition step of acquiring a detection value of the steering angle; a component derivation step of deriving the frequency component of the steering angle acquired in the predetermined interval when the vehicle has passed through the predetermined interval; and a driving support step of determining the driving support action to be performed on the driver of the vehicle based on a comparison result between the cumulative value of the frequency component in a first frequency band above the first frequency and below the second frequency and a first reference value.

[0013] (8): One aspect of the present invention relates to a storage medium storing a program, wherein the program is configured to cause a computer to perform: a track derivation step of deriving a reference track in a predetermined interval that conforms to a pre-set curve shape; a frequency derivation step of deriving a first frequency, wherein the first frequency is determined based on the frequency component of the steering angle of the vehicle assuming that the vehicle has passed through the predetermined interval along the reference track; a detection value acquisition step of acquiring a detection value of the steering angle; a component derivation step of deriving the frequency component of the steering angle acquired in the predetermined interval when the vehicle has passed through the predetermined interval; and a driving support step of determining the driving support action to be performed on the driver of the vehicle based on a comparison result between the cumulative value of the frequency component in a first frequency band above the first frequency and below the second frequency and a first reference value.

[0014] According to the schemes (1) to (8), the driving support action is determined based on the comparison between the cumulative value of the frequency components in the specified first frequency band and the specified first reference value, thereby enabling driving support to be performed according to the driver's driving skills. Attached Figure Description

[0015] Figure 1 This is a diagram illustrating a structural example of a vehicle system utilizing an automated driving control device and a driving support device according to the embodiments.

[0016] Figure 2 This is a diagram illustrating the functional structure of the first control unit and the second control unit.

[0017] Figure 3 This is a diagram showing an example of the structure of a driving support device.

[0018] Figure 4 This is a diagram showing an example of a reference track.

[0019] Figure 5 This is a diagram showing an example of a reference orbit for each gaze distance.

[0020] Figure 6 This is a diagram showing an example of the frequency components of a reference orbit.

[0021] Figure 7 This is a diagram showing an example of the frequency components of the steering angle.

[0022] Figure 8 This is a flowchart illustrating an example of the operation of a driving support device.

[0023] Figure 9 This is a diagram illustrating an example of the hardware structure of an autonomous driving device and a driving support device according to an implementation method. Detailed Implementation

[0024] Hereinafter, embodiments of the driving support device, driving support method, and storage medium of the present invention will be described with reference to the accompanying drawings.

[0025] [Overall Structure]

[0026] Figure 1 This diagram illustrates a structural example of a vehicle system 1 utilizing the automated driving control device 100 and driving support device according to the embodiment. The vehicle equipped with vehicle system 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electricity generated by a generator connected to the internal combustion engine, or electricity discharged from a secondary battery or fuel cell.

[0027] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) system 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, driving controls 80, an automatic driving control device 100, a driving support device 180, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected by multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and wireless communication networks. Figure 1 The structure shown is just one example; you can omit part of the structure or add other structures.

[0028] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 is mounted anywhere on the vehicle equipped with Vehicle System 1 (hereinafter referred to as "the vehicle M"). When taking pictures of the front, camera 10 is mounted on the upper part of the windshield, behind the rearview mirror inside the vehicle, etc. Camera 10, for example, periodically and repeatedly takes pictures of the surroundings of the vehicle M. Camera 10 can also be a stereo camera.

[0029] Radar device 12 radiates millimeter-wave or other radio waves around the vehicle M and detects the radio waves reflected by objects (reflected waves) to detect at least the position (distance and orientation) of the objects. Radar device 12 can be installed at any location on the vehicle M. Radar device 12 can also detect the position and speed of objects using FM-CW (Frequency Modulated Continuous Wave) method.

[0030] The LIDAR14 illuminates the periphery of the vehicle M with light (or electromagnetic waves of a wavelength close to light) and measures the scattered light. The LIDAR14 detects the distance to the object based on the time from the emission of light to the reception of light. The illuminating light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on the vehicle M.

[0031] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the detections by the camera 10, radar device 12, and LIDAR 14 to identify the position, type, speed, etc. of objects. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. The object recognition device 16 can also directly output the detection results from the camera 10, radar device 12, and LIDAR 14 to the autonomous driving control device 100. Alternatively, the object recognition device 16 can be omitted from the vehicle system 1.

[0032] The communication device 20 uses, for example, cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., to communicate with other vehicles in the vicinity of the vehicle M, or communicates with various server devices via wireless base stations.

[0033] The HMI30 provides various information to the occupants of vehicle M and accepts input operations performed by the occupants. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, etc.

[0034] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about the vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0035] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented by an INS (Inertial Navigation System) utilizing the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, buttons, etc. The navigation HMI 52 can also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53, for example, refers to the first map information 54 to determine the route (hereinafter referred to as the "map path") from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is, for example, information representing the shape of a road by indicating road segments and nodes connecting the road segments. The first map information 54 may also include road curvature, POI (Point of Interest) information, etc. The path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented, for example, through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20, and obtain the path equivalent to the path on the map from the navigation server.

[0036] MPU 60, for example, includes a lane recommendation unit 61 that stores the second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple blocks (e.g., every 100m along the vehicle's direction of travel) and determines a recommended lane for each block based on the second map information 62. The lane recommendation unit 61 can also determine which lane to drive in from the left. When the path on the map branches off, the lane recommendation unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable path to the branch destination.

[0037] The second map information 62 is map information with higher precision than the first map information 54. The second map information 62 may include, for example, information about the center of a lane or the boundaries of a lane. The second map information 62 may include road information, traffic restriction information, residential information (address and postal code), facility information, telephone number information, etc. The second map information 62 can be updated in real time by communicating with other devices through the communication device 20.

[0038] The driving control unit 80 includes, for example, an accelerator pedal, a brake pedal, a gear shift lever, a steering wheel, a special-shaped steering gear, a joystick, and other control components. Sensors are installed on the driving control unit 80 to detect the amount of operation or the presence or absence of operation, and the detection results are output to some or all of the automatic driving control unit 100, or the driving force output device 200, the braking device 210, and the steering device 220.

[0039] The autonomous driving control device 100 includes, for example, a first control unit 120 and a second control unit 160. The first control unit 120 and the second control unit 160 are respectively implemented by executing programs (software) using hardware processors such as CPUs (Central Processing Units). Some or all of these components can be implemented by hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through the coordinated use of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium) of the autonomous driving control device 100, or it can be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the autonomous driving control device 100 by mounting the storage medium (a non-transitory storage medium) to the drive unit.

[0040] Figure 2This diagram illustrates an example of the functional structure of the first control unit 120 and the second control unit 160. The first control unit 120, for example, includes a recognition unit 130 and an action plan generation unit 140. The first control unit 120, for example, performs AI (Artificial Intelligence) based functions and functions based on pre-given models in parallel. For example, the function of "recognizing intersections" can be achieved by "parallel execution of intersection recognition based on deep learning, etc., and recognition based on pre-given conditions (the existence of signals capable of pattern matching, road signs, etc.), and comprehensively evaluating both sides by scoring them." This ensures the reliability of autonomous driving.

[0041] The recognition unit 130 identifies the position, speed, acceleration, and other states of objects surrounding the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The object's position is identified, for example, as its position on absolute coordinates with a representative point of the vehicle M (center of gravity, drive shaft center, etc.) as the origin, and is used for control. The object's position can be represented by representative points such as its center of gravity or corners, or by the area it represents. The object's "state" can also include its acceleration, jerk, or "action state" (e.g., whether it is changing lanes or intends to change lanes).

[0042] The identification unit 130 identifies, for example, the lane in which the vehicle M is traveling. For instance, the identification unit 130 identifies the lane by comparing the pattern of road markings (e.g., an arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings surrounding the vehicle M identified from an image captured by the camera 10. The identification unit 130 is not limited to identifying road markings; it can also identify road boundaries (road boundaries) including road shoulders, curbs, median strips, guardrails, etc., thereby identifying the lane. The location of the vehicle M obtained from the navigation device 50 and the processing results from the INS can also be incorporated into this identification process. The identification unit 130 identifies temporary stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0043] When identifying a driving lane, the identification unit 130 identifies the position and orientation of the vehicle M relative to the driving lane. For example, the identification unit 130 may identify the deviation of the vehicle M's reference point from the center of the lane, and the angle formed by the vehicle M's direction of travel relative to the line connecting the centers of the lanes, as the relative position and orientation of the vehicle M relative to the driving lane. Alternatively, the identification unit 130 may identify the position of the vehicle M's reference point relative to any side end (road dividing line or road boundary) of the driving lane as the relative position of the vehicle M relative to the driving lane.

[0044] The action plan generation unit 140 generates a target trajectory for the future automatic (driver-independent) travel of the vehicle M, in a manner that allows it to travel in the recommended lane determined by the recommended lane determination unit 61 and to cope with the surrounding conditions of the vehicle M. The target trajectory may include, for example, a speed element. For instance, the target trajectory may be represented as a track arranging the locations (track points) that the vehicle M should reach sequentially. Track points are locations that the vehicle M should reach at predetermined travel distances (e.g., several meters), but target speeds and target accelerations are generated as part of the target trajectory at predetermined sampling times (e.g., a few tenths of a second). Track points may also be positions that the vehicle M should reach at predetermined sampling times. In this case, the target speed and target acceleration information are represented by the intervals between track points.

[0045] When generating a target track, the action plan generation unit 140 can set events for automatic driving. These events include constant speed driving events, low-speed following events, lane change events, branching events, merging events, and takeover events. The action plan generation unit 140 generates target tracks corresponding to the initiated events.

[0046] The second control unit 160 controls the driving force output device 200, the braking device 210 and the steering device 220 so that the vehicle M passes through the target track generated by the action plan generation unit 140 at a predetermined time.

[0047] return Figure 2 The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information about the target track (track point) generated by the action plan generation unit 140 and stores this information in a memory (not shown). The speed control unit 164 controls the driving force output device 200 or the braking device 210 based on the speed elements associated with the target track stored in the memory. The steering control unit 166 controls the steering device 220 based on the curvature of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is achieved, for example, through a combination of feedforward control and feedback control. As an example, the steering control unit 166 combines feedforward control corresponding to the curvature of the road ahead of the vehicle M with feedback control based on deviation from the target track.

[0048] The driving force output device 200 outputs driving force (torque) for vehicle movement to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, as well as an ECU (Electronic Control Unit) that controls them. The ECU controls the above-mentioned structure according to information input from the second control unit 160 or from the driving operation device 80.

[0049] The braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a braking ECU. The braking ECU controls the electric motor according to information input from the second control unit 160 or from the driving operation unit 80, so that braking torque corresponding to the braking operation is output to each wheel. The braking device 210 may have a mechanism as a backup for transmitting the hydraulic pressure generated by the operation of the brake pedal included in the driving operation unit 80 via the master hydraulic cylinder to the hydraulic cylinder. The braking device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic braking device that controls the actuator according to information input from the second control unit 160, thereby transmitting the hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder.

[0050] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or from the driving operation unit 80.

[0051] [Driving Support]

[0052] Figure 3 This is a diagram showing a structural example of the driving support device 180. The driving support device 180 includes a track output unit 181, a frequency output unit 182, a detection value acquisition unit 183, a component output unit 184, and a driving support unit 185.

[0053] The various components of the driving support device 180 are implemented, for example, by executing programs (software) through a hardware processor such as a CPU. Some or all of these components can be implemented by hardware such as LSI, ASIC, FPGA, GPU (including the circuit section), or through the coordinated use of software and hardware. The program can be pre-saved in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium), or it can be saved in a removable storage medium such as a DVD or CD-ROM (a non-transitory storage medium), and installed by mounting the storage medium onto the drive device.

[0054] The driving support device 180 infers the driver's driving skill and driving style based on the detected value of the frequency component of the vehicle's steering angle. Driving style is, for example, the tendency of the vehicle's trajectory (driver's driving intention) when passing through a predetermined range that conforms to a pre-set curve shape (curvature). The vehicle's trajectory can be, for example, a trajectory with small curvature changes (out-in-out trajectory) or a trajectory that remains in the center of the lane.

[0055] In the second map information 62, the coordinates of a predetermined interval that corresponds to a pre-defined curve shape are pre-registered. The predetermined interval is, for example, a road interval that corresponds to at least one of (A1) to (A6) below. These are examples.

[0056] (A1) A section of road with a curve shape that is compatible with the curvature of a road that allows travel at an average speed of 50 to 60 km / h.

[0057] (A2) A section of road that corresponds to a relatively simple curve shape consisting of a section with constant curvature and a transitional section. The curve shape can also be S-shaped.

[0058] (A3) A road section with a constant curvature of 80 to 150 m in length and a transitional section of 40 to 50 m in length.

[0059] (A4) Sections of roads with relatively wide widths (sections of roads with many alternative lines to choose from).

[0060] (A5) Sections of roads with a small longitudinal slope.

[0061] (A6) Sections of roads with small lateral slopes and small road surface unevenness (e.g., sections of new trunk roads).

[0062] When the vehicle passes through the coordinates of a pre-registered section in the second map information 62, the navigation device 50 notifies the MPU 60 that the vehicle has passed through the pre-registered section. The navigation device 50 may also notify the MPU 60 in advance that the vehicle will pass through the pre-registered section before a predetermined time has elapsed since passing through the coordinates of the pre-registered section in the second map information 62.

[0063] MPU60 notifies the driving support device 180 that the vehicle has passed the designated section. MPU60 outputs the curve shape data of the designated section to the track output unit 181.

[0064] The track export unit 181 obtains the curve shape data of the specified section pre-registered in the second map information 62 from the MPU 60. Based on the curve shape data of the specified section traversed by the vehicle, the track export unit 181 exports the reference track (model track) in the specified section.

[0065] Figure 4 This is a diagram showing an example of a reference track. Vehicle 300 is... Figure 4 The vehicle is driven within the designated lane (road) area shown. Left edge 301 is the left end of the lane. Right edge 302 is the right end of the lane. The lane center trajectory 303 is the line (trajectory) connecting the centers of the lanes. The gaze point 304 is the point on a straight line extending forward from the center of vehicle 300, and is the point the driver is looking at. Trajectory point 305 is one of the points constituting the lane center trajectory 303. The straight line connecting vehicle 300 to gaze point 304 and the straight line connecting trajectory point 305 to gaze point 304 intersect perpendicularly at gaze point 304.

[0066] The track derivation unit 181 derives the left edge 301, right edge 302, and lane center track 303 based on map data pre-registered in the second map information 62 within a specified interval. The track derivation unit 181 then derives the reference track based on the left edge 301, right edge 302, and lane center track 303. The curvature "k" [rad / m] of the reference track is expressed as shown in equation (1).

[0067] k = 2E / L 2 …(1)

[0068] Here, the gaze distance “L” represents the distance [m] from vehicle 300 to gaze point 304. The distance “E” represents the error [m] of gaze point 304 relative to trajectory point 305 (gaze error).

[0069] Figure 5 This diagram illustrates an example of a reference track for each viewing distance. Reference track 306 is the track for a vehicle 300 passing through a predetermined section conforming to a pre-defined curve shape. In the example case of "L = 10m", reference track 306 aligns with the center track 303 of the lane. In the example case of "L = 30m", reference track 306 is tangent to the right edge 302. In the example case of "L = 40m", reference track 306 deviates from the right edge 302.

[0070] Therefore, the track guide unit 181 determines the longest gaze distance "L" among the gaze distances "L" from which the vehicle 300 does not deviate from either the left edge 301 or the right edge 302. exp The orbital guide 181 uses the longest viewing distance, "L". exp To derive the reference orbit 306, use [this parameter]. Figure 5 In this process, the trajectory export unit 181 uses the longest viewing distance "L = 30m" to export the reference trajectory 306. The trajectory export unit 181 will use the longest viewing distance "L..." exp The data from the derived reference track 306 is output to the frequency output unit 182.

[0071] The track export unit 181 can also export a reference track (a candidate for the target track) used by the action plan generation unit 140 to generate the target track. Here, the track export unit 181 obtains an instruction from the driving support unit 185 indicating whether to maximize the gaze distance. When the driving support unit 185 instructs the track export unit 181 to maximize the gaze distance, the track export unit 181 exports a reference track based on the gaze distance "L = 30m". The track export unit 181 outputs a reference track with small curvature changes (an outer-inner track) to the action plan generation unit 140.

[0072] When instructed by the driver support unit 185 to minimize the viewing distance, the track derivation unit 181 derives a reference track based on a viewing distance of "L = 10m". The track derivation unit 181 outputs the reference track, maintaining the center of the lane, to the action plan generation unit 140. Thus, the action plan generation unit 140 can generate the vehicle's target track in a manner adapted to the reference track (a candidate for the target track) derived by the track derivation unit 181.

[0073] Figure 6 This is a diagram showing an example of the frequency components (spectrum) of a reference track. Hereinafter, the frequency band above the first frequency and below the second frequency will be referred to as the "first frequency band." The first frequency is determined based on the frequency component of the vehicle's steering angle assuming the vehicle travels along a specified section of the reference track. The second frequency is a predetermined frequency, representing the frequency at which the occupants apply a certain or greater acceleration when the vehicle passes through a curve. The second frequency is, for example, a frequency in the range of 0.9 to 1.2 Hz. Hereinafter, the frequency band above the second frequency will be referred to as the "second frequency band."

[0074] Hereinafter, the frequency band above the third frequency and below the first frequency will be referred to as the "third frequency band". The third frequency is determined based on the maximum and minimum curvature of the curve shape (the main components of the curve shape in the specified interval). Hereinafter, the frequency band below the third frequency will be referred to as the "fourth frequency band".

[0075] The frequency output unit 182 obtains the longest viewing distance "L" from the track output unit 181. expThe data derived from the reference track 306. The frequency derivation unit 182 derives the first frequency assuming that the vehicle 300 has passed through a specified interval along the reference track 306. Here, the frequency derivation unit 182 performs a fast Fourier transform on the data of the reference track 306. The frequency derivation unit 182 derives the frequencies in the frequency spectrum where the frequency components of the reference track 306 become troughs, as the first frequency.

[0076] The frequency extraction unit 182 obtains data from at least one of the left edge 301 and the right edge 302 from the track extraction unit 181. The frequency extraction unit 182 performs a Fast Fourier Transform on the curvature data of a predetermined interval (lane) determined based on at least one of the left edge 301 and the right edge 302. The frequency extraction unit 182 extracts the frequency components of the curvature data in the predetermined interval of the spectrum, which become the frequencies of the troughs, as the third frequency. The frequency extraction unit 182 outputs the data of the first frequency, the second frequency, and the third frequency to the driving support unit 185.

[0077] The detection value acquisition unit 183 acquires the detection value of the steering angle from the steering device 220 at a predetermined period. The detection value acquisition unit 183 outputs the detection value of the steering angle to the component derivation unit 184. When the vehicle 300 has passed through a predetermined range, the component derivation unit 184 uses a fast Fourier transform to derive the frequency components of the steering angle acquired within that predetermined range. The component derivation unit 184 outputs the frequency component data of the steering angle to the driver support unit 185.

[0078] Figure 7 This is a graph showing an example of the frequency components (spectrum) of the steering angle. Figure 7 In the diagram, the frequency components of the steering angle are represented by dashed lines. The cumulative values ​​of the frequency components in the first frequency band reflect differences in driving skills related to preventing runaway corrections. The cumulative values ​​of the frequency components in the second frequency band reflect differences in driving skills related to emergency avoidance corrections.

[0079] The cumulative values ​​of the frequency components in the third frequency band reflect differences in driving style. For example, the cumulative value of the frequency components of the steering angle is smaller when the vehicle is traveling along a reference track with small curvature changes than when the vehicle is traveling along a reference track that remains centered in the lane.

[0080] In the fourth frequency band, differences in driving style and driving skill are not reflected. This is because, as mentioned above, the frequency components of the steering angle in the fourth frequency band are determined based on the main components of the curve shape within a specified range.

[0081] The driving support unit 185 obtains data of a first frequency, a second frequency, and a third frequency from the frequency derivation unit 182. The driving support unit 185 obtains data of the frequency components of the steering angle from the component derivation unit 184. The driving support unit 185 obtains one or more reference values ​​from the storage unit. These reference values ​​are preset, for example, based on simulation results or experimental results.

[0082] The driver support unit 185 derives the cumulative value of the frequency components of the steering angle with respect to the first frequency band. Based on a comparison between the cumulative value of the frequency components in the first frequency band and a first reference value, the driver support unit 185 determines the driver support action (support action information) to be performed on the driver of the vehicle 300. For example, if the cumulative value of the frequency components in the first frequency band is less than the first reference value, the driver support unit 185 determines that the driver's driving skill (e.g., driving skill to prevent disengagement correction) is high, and reduces the level of driver support provided to the driver. Conversely, if the cumulative value of the frequency components in the first frequency band is greater than or equal to the first reference value, the driver's driving skill is low, and increases the level of driver support provided to the driver.

[0083] The driver support unit 185 can also generate a skill score representing the driver's driving skills. The driver support unit 185 can also determine the driving support actions to be taken for the driver of vehicle 300 based on the skill score. The HMI 30 can also display the skill score.

[0084] The driving support unit 185 calculates the cumulative value of the frequency components of the steering angle in the second frequency band. If the cumulative value of the frequency components in the second frequency band is greater than or equal to a second reference value, the driving support unit 185 determines that the driver's driving skill (e.g., driving skill for emergency avoidance correction) is not high, and increases the level of driving support provided to the driver.

[0085] The driver support unit 185 determines the relationship between the amount of vehicle separation from the lane (e.g., the center of the lane) and the steering reaction force based on the level of driver support provided. For example, the driver support unit 185 derives the steering reaction force corresponding to the amount of separation, such that a greater level of driver support results in a greater steering reaction force. The driver support unit 185 outputs the steering reaction force data to the steering device 220. Thus, the steering device 220 can generate a steering reaction force based on the steering reaction force data.

[0086] The driving support unit 185 adjusts the vehicle speed as part of active cruise control based on the level of driving support and the inter-vehicle distance. For example, the driving support unit 185 slows down the vehicle by increasing the inter-vehicle distance as the level of driving support increases. The driving support unit 185 outputs the vehicle speed data to the track output unit 181.

[0087] The driving support unit 185 outputs the cumulative value of the frequency components in the third frequency band of the steering angle obtained when the vehicle previously passed through a specified section. If the cumulative value of the frequency components in the third frequency band is less than a third reference value, the driving support unit 185 determines that the driver's driving skill (e.g., the skill of reducing the curvature change of the driving track) is high, and outputs an instruction to the track output unit 181 to maximize the viewing distance. For example, if the cumulative value of the frequency components in the third frequency band is greater than or equal to the third reference value, the driving support unit 185 determines that the driver's driving skill is high, and outputs an instruction to the track output unit 181 to minimize the viewing distance.

[0088] The driver support unit 185 may also use the ratio of the cumulative values ​​of frequency components instead of a reference value to determine the driver support action for the driver of the vehicle 300. For example, the driver support unit 185 may also determine the driver support action for the driver of the vehicle 300 based on the ratio (proportion) of the cumulative values ​​of frequency components in the first frequency band to the cumulative values ​​of frequency components in the third frequency band. For example, the driver support unit 185 may also determine the driver support action for the driver of the vehicle 300 based on the ratio (proportion) of the cumulative values ​​of frequency components in the first frequency band to the sum of the cumulative values ​​of frequency components in the third frequency band and the cumulative values ​​of frequency components in the fourth frequency band.

[0089] [Example of driver support device operation]

[0090] Figure 8 This is a flowchart illustrating an example of the operation of the driving support device 180. The driving support device 180 generates a reference track within a predetermined range that matches a pre-set curve shape (step S101). Next, the frequency generation unit 182 generates a first frequency (step S102). Next, the detection value acquisition unit 183 acquires the detection value of the steering angle from the steering device 220 (step S103).

[0091] Next, the component derivation unit 184 determines whether the vehicle has passed the specified interval (step S104). If the vehicle has not passed the specified interval, the component derivation unit 184 returns the process to step S103. Next, if the vehicle has passed the specified interval, the component derivation unit 184 derives the frequency component of the steering angle obtained within the specified interval (step S105). Next, the driving support unit 185 derives the cumulative value of the frequency components in the first frequency band (step S106).

[0092] Next, the driving support unit 185 determines whether the cumulative value of the frequency components in the first frequency band is less than the first reference value (step S107). Then, if the cumulative value of the frequency components in the first frequency band is less than the first reference value, the driving support unit 185 determines that the driver's driving skill (proficiency) is high based on driving operations and reduces the level of driving support (step S108). The driving support unit 185 then proceeds to step S111.

[0093] Next, if the cumulative value of the frequency components in the first frequency band is greater than or equal to the first reference value, the driving support unit 185 determines whether the cumulative value of the frequency components in the second frequency band is greater than or equal to the second reference value (step S109). If the cumulative value of the frequency components in the second frequency band is less than the second reference value, the driving support unit 185 causes the processing to proceed to step S111.

[0094] Next, if the cumulative value of the frequency components in the second frequency band is greater than or equal to the second reference value, the driving support unit 185 determines that the driver's driving skill is low based on driving operation and increases the level of driving support (step S110). Next, the driving support unit 185 (lane keeping support system) determines the relationship between the amount of vehicle departure from the lane (e.g., the center of the lane) and the steering reaction force based on the level of driving support (step S111). Next, the driving support unit 185 adjusts the vehicle speed as active cruise control based on the level of driving support and the inter-vehicle distance (step S112).

[0095] Next, the driving support unit 185 determines whether the cumulative value of the frequency components in the third frequency band is less than the third reference value (step S113). If the cumulative value of the frequency components in the third frequency band is less than the third reference value, the driving support unit 185, based on the driver's preference for driving on the outside-inside-outside track and the instruction to maximize the gaze distance, derives a reference track with small curvature changes (curvature easing) and outputs the derived reference track data to the action plan generation unit 140 (step S114). If the cumulative value of the frequency components in the third frequency band is greater than or equal to the third reference value, the driving support unit 185, based on the driver's preference for driving on the track that maintains lane centering and the instruction to minimize the gaze distance, derives a reference track for maintaining lane centering and outputs the derived reference track data to the action plan generation unit 140 (step S115).

[0096] As described above, the track derivation unit 181 derives a reference track within a predetermined range that corresponds to a pre-set curve shape. The frequency derivation unit 182 derives a first frequency based on the reference track. The detection value acquisition unit 183 acquires the detection value of the steering angle from the steering device 220. The component derivation unit 184, when the vehicle has passed through the predetermined range, derives the frequency component of the steering angle acquired within that range. The driving support unit 185 compares the cumulative value of the frequency components in the first frequency band with the first reference value. Based on this comparison result, the driving support unit 185 determines the driving support actions to be performed on the vehicle's driver.

[0097] In this way, the driving support device determines the driving support action based on the comparison between the cumulative value of the frequency components in the first frequency band and the first reference value, thereby enabling driving support to be executed according to the driver's driving skills. The driving support device can reduce the driver's sense of incongruity with the driving support.

[0098] The driving support device determines the driving support action based on a comparison between the cumulative value of the frequency components in the second frequency band and a second reference value (the driver's driving skill), thereby enabling driving support to be performed according to the driver's driving skill. The driving support device also determines the driving support action based on a comparison between the cumulative value of the frequency components in the third frequency band and a third reference value, thereby enabling driving support to be performed according to the driver's driving style.

[0099] (Modified Example)

[0100] The driving support device 180 can also record the curvature and frequency components of the steering angle of a designated section (road section) that is not pre-registered in the second map information 62. After the vehicle passes through the designated section, the driving support device 180 can also infer the driver's driving style based on the detected values ​​of the frequency components of the vehicle's steering angle. The driving support device 180 accumulates the inference results of the driver's driving skills and driving style.

[0101] After the vehicle passes through the designated section, the track derivation unit 181 derives the left edge 301, right edge 302, and lane center trajectory 303 based on the recognition result identified by the object recognition device 16, the curvature of the vehicle's travel track, and the integral value of the vehicle speed. Therefore, even if the vehicle passes through a section of road (the designated section) not pre-registered in the second map information 62, the track derivation unit 181 can determine the driving support actions to be taken for the vehicle's driver.

[0102] [Hardware Structure]

[0103] Figure 9This diagram illustrates an example of the hardware structure of the automated driving control device 100 (computer) and driving support device 180 according to the embodiment. As shown, the automated driving control device 100 comprises a communication controller 101, a CPU 102, a RAM 103 (Random Access Memory) used as working memory, a ROM 104 (Read Only Memory) storing the boot program, a flash memory, a storage device 105 such as an HDD (Hard Disk Drive), and a drive device 106, all interconnected via an internal bus or dedicated communication line. The communication controller 101 communicates with components other than the automated driving control device 100. The storage device 105 stores a program 105a executed by the CPU 102. This program is expanded to the RAM 103 by a DMA (Direct Memory Access) controller (not shown) and executed by the CPU 102. This enables the implementation of some or all of the first control unit 120, the second control unit 160, and the driving support device 180.

[0104] The implementation methods described above can be performed as follows.

[0105] A driving support device, configured as follows:

[0106] A storage device that stores programs;

[0107] Hardware processor,

[0108] The hardware processor executes a program stored in the storage device, thereby possessing:

[0109] The track output section outputs a reference track within a specified range that conforms to a pre-set curve shape;

[0110] The frequency derivation unit derives a first frequency, which is determined based on the frequency component of the vehicle's steering angle assuming the vehicle has passed through the specified interval along the reference track.

[0111] The detection value acquisition unit acquires the detection value of the steering angle;

[0112] The component derivation unit, upon the vehicle having passed through the specified interval, derives the frequency component of the steering angle obtained within the specified interval; and

[0113] The driving support unit determines the driving support action to be performed on the driver of the vehicle based on a comparison between the cumulative value of the frequency components in the first frequency band above the first frequency and below the second frequency and a first reference value.

[0114] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

[0115] For example, the driving support device 180 can also be installed in the automatic driving control device 100.

[0116] For example, a camera that captures images of the driver can be installed in vehicle system 1. The driving support device 180 can also identify the driver through image recognition. Based on the driver identification result, the driving support device 180 can also retrieve past driving style data of that driver from its storage unit. The driving support device 180 can also determine the driving support action based on the driving style data retrieved from its storage unit. Therefore, even when the driver temporarily leaves the vehicle, the driving support device 180 can determine the driving support action for each driver.

Claims

1. A driving support device, wherein, The driving support device includes: The track output section outputs a reference track within a specified range that conforms to a pre-set curve shape; A frequency derivation unit derives a first frequency, which is determined based on the frequency component of the vehicle's steering angle assuming the vehicle has passed through the specified interval along the reference track. The detection value acquisition unit acquires the detection value of the steering angle; The component derivation unit, when the vehicle has passed through the specified interval, derives the frequency component of the steering angle obtained in the specified interval; as well as The driving support unit determines the driving support action to be performed on the driver of the vehicle based on a comparison result between the cumulative value of the frequency components in a first frequency band above the first frequency and below the second frequency and a first reference value, wherein the second frequency is a preset frequency that is the frequency at which the occupants apply a certain or higher acceleration when the vehicle passes through a curve.

2. The driving support device according to claim 1, wherein, When the cumulative value of the frequency component in the first frequency band is less than the first reference value, the driving support unit reduces the degree of driving support provided to the driver of the vehicle.

3. The driving support device according to claim 1, wherein, When the cumulative value of the frequency components in the second frequency band above the second frequency is above the second reference value, the driving support unit increases the degree of driving support provided to the driver of the vehicle.

4. The driving support device according to claim 3, wherein, When the driving support unit outputs a steering reaction force from the vehicle's steering device to prevent the vehicle from leaving the lane as driving support, it determines the relationship between the amount of the vehicle leaving the lane and the steering reaction force based on the degree of driving support.

5. The driving support device according to claim 3, wherein, While maintaining the vehicle's inter-vehicle distance as driving support, the driving support unit adjusts the vehicle's speed based on the level of driving support and the inter-vehicle distance.

6. The driving support device according to any one of claims 1 to 5, wherein, The track derivation unit derives the reference track as a candidate for the vehicle's target track based on the cumulative value of the frequency components in a third frequency band above and below the first frequency, determined according to the frequency components of the steering angle obtained in the specified interval in the past. The third frequency is determined based on the main components of the curve shape in the specified interval.

7. A driving support method, wherein, The driving support method is executed by the computer of the driving support device, including: The procedure for exporting a reference track within a specified range that matches a pre-defined curve shape; The frequency derivation step of deriving a first frequency, wherein the first frequency is determined based on the frequency components of the vehicle's steering angle assuming the vehicle has passed through the specified interval along the reference track; The step of obtaining the detection value of the steering angle; The component derivation step, which derives the frequency component of the steering angle obtained within the specified interval, after the vehicle has passed the specified interval; and A driving support step determines the driving support action to be performed on the driver of the vehicle based on a comparison between the cumulative value of the frequency components in the first frequency band above the first frequency and below the second frequency and a first reference value, wherein the second frequency is a preset frequency that is the frequency at which the occupants apply a certain or higher acceleration when the vehicle passes through a curve.

8. A storage medium storing a program, wherein, The program is used to cause the computer to execute: The procedure for exporting a reference track within a specified range that matches a pre-defined curve shape; The frequency derivation step of deriving a first frequency, wherein the first frequency is determined based on the frequency components of the vehicle's steering angle assuming the vehicle has passed through the specified interval along the reference track; The step of obtaining the detection value of the steering angle; When the vehicle passes through the specified interval, a component derivation step is performed to derive the frequency component of the steering angle obtained in the specified interval; and a driving support step is performed to determine the driving support action to be performed on the driver of the vehicle based on a comparison result between the cumulative value of the frequency component in a first frequency band above the first frequency and below the second frequency and a first reference value, wherein the second frequency is a frequency preset as the frequency at which the occupant applies a certain or higher acceleration when the vehicle passes through a curve.

Images