Driving support device, driving support method, and storage medium

Abstract

A driving support device, a driving support method, and a storage medium are provided that enable appropriate braking control even when braking performance is reduced. The driving support device includes: a braking control unit that performs braking control; a first calculation unit that calculates a first braking control amount of the braking control unit; a second calculation unit that calculates, based on a set reference, a second braking control amount for the braking control that is executed at a lower frequency than the frequency of execution of the braking control based on the first braking control amount; and an updating unit that updates the set reference based on a relative relationship between an estimated braking behavior obtained based on the first braking control amount and an actual braking behavior obtained based on the first braking control amount.

Description

Technical Field

[0001] The present invention relates to a driving support device, a driving support method and a storage medium. Background Art

[0002] There is a technology that calculates a target deceleration when braking a vehicle, performs feedforward control to decelerate the vehicle, and adjusts the inter-vehicle distance to the preceding vehicle.

[0003] Prior art literature

[0004] Patent Document 1: Japanese Patent Application Laid-Open No. 2002-127783 Summary of the Invention

[0005] Problems to be solved by the invention

[0006] As a vehicle braking control technique, there are technologies that, in addition to the control for adjusting the inter-vehicle distance described above, also include emergency braking of the vehicle. These emergency braking techniques are only performed in emergencies and are performed infrequently. Consequently, even if braking performance decreases due to, for example, brake system degradation, such as brake pad wear, these emergency braking techniques may not be able to control the vehicle accordingly.

[0007] The present invention has been made in consideration of such circumstances, and one object of the present invention is to provide a driving support device, a driving support method, and a storage medium capable of performing appropriate braking control even when braking performance is reduced.

[0008] Solutions to Problems

[0009] The driving support device, driving support method, and storage medium of the present invention employ the following configurations.

[0010] (1) A first embodiment of the present invention relates to a driving support device, wherein the driving support device comprises: a braking control unit that performs braking control; a first calculation unit that calculates a first braking control amount of the braking control unit; a second calculation unit that calculates, based on a set reference, a second braking control amount of the braking control that is performed at a lower execution frequency than the execution frequency of the braking control based on the first braking control amount; and an updating unit that updates the set reference based on a relative relationship between an estimated braking behavior obtained based on the first braking control amount and an actual braking behavior obtained based on the first braking control amount.

[0011] (2) A second aspect of the present invention is the aspect of (1) above, wherein the first calculation unit calculates the first brake control amount when executing vehicle speed control corresponding to a set vehicle speed, and the second calculation unit calculates the second brake control amount when executing emergency brake control.

[0012] (3) A third aspect of the present invention is the aspect of (2) above, wherein the setting reference is a brake map including a brake control amount corresponding to a vehicle speed and a deceleration when the emergency brake control is executed.

[0013] (4) A fourth aspect of the present invention is any one of the above aspects (1) to (3), wherein the updating unit updates the set reference based on a plurality of relative relationships between the estimated braking behavior and the actual braking behavior.

[0014] (5) The fifth solution of the present invention is based on the solution (4) above, and when the object data is data whose difference with other data exceeds a predetermined threshold value among the plurality of relative relationship data, the object data is excluded from the plurality of relative relationship data.

[0015] (6) The sixth scheme of the present invention relates to a driving support method that causes a computer to perform the following processing: calculate a first braking control amount of braking control; calculate a second braking control amount of the braking control that is executed at a lower execution frequency than the execution frequency of the braking control based on the first braking control amount based on a set reference; update the set reference based on the relative relationship between the estimated braking behavior obtained based on the first braking control amount and the actual braking behavior obtained based on the first braking control amount; and execute the braking control.

[0016] (7) The seventh embodiment of the present invention relates to a storage medium storing a program, wherein the program is used to cause a computer to perform the following processing: calculating a first braking control amount of braking control; calculating a second braking control amount of the braking control that is executed at a lower execution frequency than the execution frequency of the braking control based on the first braking control amount based on a set reference; updating the set reference based on the relative relationship between the estimated braking behavior obtained based on the first braking control amount and the actual braking behavior obtained based on the first braking control amount; and executing the braking control.

[0017] Effects of the Invention

[0018] According to the above aspect, even when the braking performance is reduced, it is possible to perform appropriate braking control. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a configuration diagram of the driving support device 100 according to the embodiment.

[0020] Figure 2 15 is a diagram showing an example of the content of the emergency brake map 152 .

[0021] Figure 3 This is a flowchart showing an example of processing in the driving support device 100 .

[0022] Figure 4 1 is a diagram showing an example of the content of the updated emergency brake map 152 .

[0023] Description of reference numerals:

[0024] 20…Accelerometer

[0025] 30…Wheel speed sensor

[0026] 40…Distance sensor

[0027] 50…Input interface

[0028] 100…Driving support device

[0029] 110…Deceleration setting unit

[0030] 112…Cruise Control

[0031] 114…Emergency deceleration control unit

[0032] 120...Deceleration torque calculation unit

[0033] 122…Torque calculation unit

[0034] 124…Mapping Update Unit

[0035] 130…Brake control unit

[0036] 150…Storage

[0037] 152…Emergency Braking Map

[0038] 200... Driving force output device

[0039] 300…Braking device. DETAILED DESCRIPTION

[0040] Hereinafter, embodiments of a driving support device, a driving support method, and a storage medium according to the present invention will be described with reference to the accompanying drawings.

[0041] Figure 1This is a structural diagram of a driving support device 100 according to an embodiment. The vehicle equipped with driving support device 100 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its driving 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 power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or fuel cell.

[0042] The driving support device 100 can perform emergency braking control such as cruise control (Adaptive Cruise Control: ACC) and collision mitigation brake system (Collision Mitigation Brake System: CMBS) as a braking control for the vehicle. Cruise control is, for example, a control for following a preceding vehicle traveling in front of the vehicle. In cruise control, feedback control is performed to set a set vehicle speed based on the inter-vehicle distance between the vehicle and the preceding vehicle, and the driving force control device and the braking device are controlled so that the vehicle is accelerated or decelerated to travel at the set vehicle speed to maintain the inter-vehicle distance. In the absence of a preceding vehicle, in cruise control, the vehicle is accelerated or decelerated to travel at a pre-set vehicle speed. Cruise control is an example of vehicle speed control corresponding to the set vehicle speed.

[0043] Emergency braking control is used, for example, to prevent a collision between a moving vehicle and an obstacle such as a pedestrian. Emergency braking control involves controlling the braking system and the steering angle of the steering wheel to prevent the vehicle from colliding with the obstacle, using feedforward control such as setting a time to collision margin (TTC) from the start of the collision avoidance maneuver until the vehicle collides with the obstacle.

[0044] Driving support device 100 can transmit and receive electrical signals between, for example, acceleration sensor 20, wheel speed sensor 30, distance sensor 40, input interface 50, driving force output device 200, and braking device 300. Acceleration sensor 20 detects vehicle acceleration and outputs an electrical signal representing the detected acceleration to driving support device 100.

[0045] The wheel speed sensor 30 detects the wheel speed of the vehicle's wheels. The wheel speed sensor 30 outputs an electrical signal indicating the detected wheel speed to the driving support device 100. The distance sensor 40 detects objects around the vehicle, such as the distance between the vehicle and the preceding vehicle traveling in front of it. The distance sensor 40 outputs an electrical signal indicating the detected distance to the driving support device 100.

[0046] The input interface 50 is, for example, located within reach of the passenger. The input interface 50 is operable by the passenger. The input interface 50 outputs an electrical signal to the driving support device 100 indicating information corresponding to the passenger's operation, such as whether cruise control is being executed and the vehicle speed setting when cruise control is being executed.

[0047] The driving support device 100 includes, for example, a deceleration setting unit 110, a deceleration torque calculation unit 120, a braking control unit 130, and a storage unit 150. The deceleration setting unit 110, the deceleration torque calculation unit 120, and the braking control unit 130 are implemented by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be implemented by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or by a combination of software and hardware. The program may be pre-stored in a storage device (including a non-transitory storage medium) such as an HDD or flash memory of the driving support device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM and installed in the HDD or flash memory of the driving support device 100 by attaching the storage medium (non-transitory storage medium) to a drive device. The storage unit 150 is implemented by the above-mentioned storage device.

[0048] The storage unit 150 stores, for example, an emergency braking map 152 . Figure 2 This diagram shows an example of the contents of emergency brake map 152. Emergency brake map 152 is a map used for emergency brake control. It includes the requested torque to be output to brake device 300, which is set based on the vehicle speed and deceleration when emergency brake control is executed. In other words, emergency brake map 152 contains information that maps the torque requested to be output to brake device 300 to the vehicle speed and deceleration when emergency brake control is executed.

[0049] The required torque stored in the emergency brake map 152 is set in the order of "A", "B", and "C" for each vehicle speed, and "1", "2", and "3" marked as branch numbers are increased by one step. Figure 2Among the requested torques shown, "A-1" indicates the largest requested torque, while "C-3" indicates the smallest requested torque. Furthermore, storage unit 150 also stores a cruise control brake map (not shown). The cruise control brake map includes requested torques corresponding to various vehicle speeds and decelerations when cruise control is in effect. In other words, the cruise control brake map includes multiple maps, each of which corresponds to a torque requested to be output to braking device 300 with respect to vehicle speed and deceleration.

[0050] The deceleration setting unit 110 sets the deceleration rate when braking the vehicle. The deceleration setting unit 110 includes, for example, a cruise control unit 112 and an emergency deceleration control unit 114. When an electrical signal indicating that cruise control is to be executed is output from the input interface 50 to the cruise control unit 112, the cruise control unit 112 sets the deceleration rate when cruise control is to be executed.

[0051] The cruise control unit 112 sets the vehicle deceleration during cruise control (hereinafter referred to as cruise braking control) based on, for example, the inter-vehicle distance and its temporal variation obtained from the electrical signal output by the distance sensor 40. The cruise control unit 112 generates a deceleration request corresponding to the set deceleration and outputs the generated deceleration request (hereinafter referred to as the first deceleration request) to the deceleration torque calculation unit 120. The driving support device 100 calculates the vehicle acceleration during cruise control and outputs an acceleration request corresponding to the calculated acceleration to the travel drive force output device 200.

[0052] The emergency deceleration control unit 114 sets the vehicle's deceleration during emergency braking. This is determined based on acceleration and vehicle speed, as determined by the electrical signals output by the acceleration sensor 20 and the wheel speed sensor 30. The emergency deceleration control unit 114 generates a deceleration request corresponding to the set deceleration and outputs the generated deceleration request (hereinafter referred to as the second deceleration request) to the deceleration torque calculation unit 120.

[0053] Emergency braking control in response to the second deceleration request is executed in emergency situations, such as when avoiding a collision. On the other hand, cruise braking control in response to the first deceleration request is executed during normal driving, such as when following a preceding vehicle. Therefore, emergency braking control in response to the second deceleration request is executed less frequently than cruise braking control in response to the first deceleration request.

[0054] The deceleration torque calculation unit 120 calculates a deceleration torque corresponding to the deceleration request output by the deceleration setting unit 110. The deceleration torque calculation unit 120 includes, for example, a torque calculation unit 122 and a map update unit 124. The torque calculation unit 122 generates a torque request for the brake control unit 130 based on the deceleration request output by the deceleration setting unit 110.

[0055] When the cruise control unit 112 of the deceleration setting unit 110 outputs a first deceleration request, the torque calculation unit 122 calculates the required torque corresponding to the first deceleration request by referring to the cruise control braking map. When the emergency deceleration control unit 114 of the deceleration setting unit 110 outputs a second deceleration request, the torque calculation unit 122 calculates the required torque corresponding to the first deceleration request. Figure 2 The emergency brake map 152 shown calculates the required torque by referring to the output second deceleration request and the vehicle speed obtained based on the electric signal output by the wheel speed sensor 30. The emergency brake map 152 is an example of a brake map and a setting reference.

[0056] Torque calculation unit 122 calculates a second braking control variable for emergency braking control, which is executed at a lower frequency than the frequency of cruise braking control based on the first braking control variable. The deceleration torque corresponding to the deceleration request output by cruise control unit 112 is the deceleration torque when cruise control is executed. The deceleration torque corresponding to the deceleration request output by emergency deceleration control unit 114 is the deceleration torque when emergency braking is executed.

[0057] The torque calculation unit 122 generates a torque request corresponding to the calculated required torque and outputs the generated torque request to the brake control unit 130. The required torque corresponding to the first deceleration request is an example of a first brake control variable. The required torque corresponding to the second deceleration request is an example of a second brake control variable. The cruise control unit 112 and the torque calculation unit 122 are examples of a first calculation unit. The emergency deceleration control unit 114 and the torque calculation unit 122 are examples of a second calculation unit. The torque calculation unit 122 may also include a first torque calculation unit that calculates the required torque corresponding to the first deceleration request and a second torque calculation unit that calculates the required torque corresponding to the second deceleration request.

[0058] When the torque calculation unit 122 outputs a torque request corresponding to the required torque obtained based on the first deceleration request, the map update unit 124 calculates estimated values of the vehicle speed and deceleration corresponding to the torque request (hereinafter referred to as the estimated speed value and the estimated deceleration value, respectively). The map update unit 124 obtains the vehicle speed and deceleration (hereinafter referred to as the measured speed value and the measured deceleration value, respectively) based on the electrical signals output by the acceleration sensor 20 and the wheel speed sensor 30. The estimated values of the vehicle speed and deceleration corresponding to the torque request obtained based on the first deceleration request are an example of estimated braking behavior obtained based on the first braking control amount. The vehicle speed and deceleration corresponding to the torque request obtained based on the first deceleration request are an example of actual braking behavior obtained based on the first braking control amount.

[0059] The mapping update unit 124 compares the calculated vehicle speed estimate value and deceleration estimate value with the obtained vehicle speed measurement value and deceleration measurement value. The mapping update unit 124 estimates the value obtained by comparing the vehicle speed estimate value with the vehicle speed measurement value (hereinafter referred to as the vehicle speed true value) and the value obtained by comparing the deceleration estimate value with the deceleration measurement value (hereinafter referred to as the deceleration true value). The mapping update unit 124 saves the data of the estimated true value and deceleration true value in the storage unit 150. In the storage unit 150, data of multiple vehicle speed true values and deceleration true values (hereinafter sometimes collectively referred to as true values) are accumulated. The true value is an example of the relative relationship between the estimated braking behavior and the actual braking behavior. The relative relationship can also be a relationship other than the true value. For example, the relative relationship can also be the relationship between the estimated value and the measured value.

[0060] The map updating unit 124 verifies (determines) the accuracy of the estimated true value and, if the true value is accurate, confirms the true value. If the true value is inaccurate, the map updating unit 124 updates (modifies) the emergency braking map 152. The map updating unit 124 updates the emergency braking map 152 based on, for example, the estimated true value and a plurality of true values stored in the storage unit 150. The map updating unit 124 is an example of an updating unit.

[0061] For example, the map updating unit 124 determines that the estimated true values are accurate if the ratio of change in the estimated vehicle speed true value and the deceleration true value relative to the ratio of change in the timed variation of the plurality of accumulated vehicle speed true values and deceleration true values is less than or equal to a reference value set for each of these values. The map updating unit 124 determines that the true values are inaccurate if the ratio of change in the estimated vehicle speed true value and the deceleration true value relative to the ratio of change in the timed variation of one or both of the accumulated vehicle speed true value and the deceleration true value exceeds the reference value. The criteria for determining whether the true values are accurate may also be other criteria.

[0062] If the difference between the vehicle speed true value and deceleration true value data obtained by comparing the estimated value with the actual value and the other data in the plurality of vehicle speed true value and deceleration true value data exceeds a predetermined threshold, the map updating unit 124 excludes the data from the plurality of vehicle speed true value and deceleration true value data. The vehicle speed true value and deceleration true value data obtained by comparing the estimated value with the actual value is an example of the target data.

[0063] The predetermined threshold value can be set arbitrarily. For example, the true value data obtained when a vehicle is traveling on a low-friction road surface, such as during heavy rain or on a snowy road, often differs significantly from the true value data obtained when traveling on a normal road surface. Therefore, for example, the threshold value can be set to a level that excludes the true value data obtained when traveling on a low-friction road surface.

[0064] The brake control unit 130 outputs a control request to the brake device 300 based on the torque request output by the deceleration torque calculation unit 120. For example, if the brake device 300 includes a hydraulic brake, the control request is a hydraulic pressure request. For example, if the brake device 300 includes an electric brake, the control request is a current request.

[0065] The driving force output device 200 outputs the driving force (torque) used to propel the vehicle to the drive wheels. The driving force output device 200 comprises, 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 operates in response to acceleration requests from the driving support device 100 or information transmitted based on operation of driver control elements such as the accelerator and brake pedals, thereby driving the vehicle.

[0066] The braking device 300 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU operates to brake the vehicle in accordance with a control request output by the brake control unit 130 or information transmitted based on the aforementioned operation of the driving operating elements. The braking device 300 operates to brake the vehicle, for example, through cruise braking control based on a first deceleration request and emergency braking control based on a second deceleration request.

[0067] Next, the processing in the driving support device 100 will be described. Figure 3This is a flowchart showing an example of processing in the driving support device 100. Here, the order in which the driving support device 100 updates the emergency brake map 152 is described. The driving support device 100 first determines whether to execute the cruise control based on the electrical signal output by the input interface 50 (step S101). If it is determined that the cruise control is not to be executed, the driving support device 100 ends. Figure 3 The processing shown.

[0068] When the driving support device 100 determines that cruise control is to be executed, the cruise control unit 112 sets a requested deceleration based on the inter-vehicle distance between the vehicle and the preceding vehicle and its temporal variation, obtained based on the electrical signal output by the distance sensor 40. The cruise control unit 112 outputs a first deceleration request corresponding to the set requested deceleration to the deceleration torque calculation unit 120 (step S103).

[0069] Next, the deceleration torque calculation unit 120 calculates the required torque based on the required deceleration output by the cruise control unit 112 and the electrical signal output by the acceleration sensor 20. The cruise control unit 112 transmits the calculated required torque to the brake control unit 130, whereby the driving support device 100 executes cruise control of the vehicle.

[0070] When the driving support device 100 is executing cruise control, the deceleration torque calculation unit 120 calculates the estimated vehicle speed and estimated deceleration value resulting from the execution of cruise control in the map updating unit 124 (step S105). The map updating unit 124 calculates the estimated vehicle speed and estimated deceleration value based on, for example, a torque request obtained based on the first deceleration request output by the cruise control unit 112.

[0071] Next, the map updating unit 124 obtains the vehicle speed and deceleration measured values based on the electrical signals output by the acceleration sensor 20 and the wheel speed sensor 30 (step S107). The map updating unit 124 then compares the estimated vehicle speed and deceleration values with the measured vehicle speed and deceleration values, respectively, to estimate the true vehicle speed and deceleration values (step S109).

[0072] Next, the map updating unit 124 determines whether the estimated true value of the vehicle speed or the true value of the deceleration exceeds a threshold value (step S111). If either the true value of the vehicle speed or the true value of the deceleration exceeds the threshold value, the map updating unit 124 excludes the data of the estimated true value from the data stored in the storage unit 150 (step S113). By excluding data where either the true value of the vehicle speed or the true value of the deceleration exceeds the threshold value, data can be excluded, for example, from situations where the vehicle is traveling on a low-friction road surface.

[0073] Next, if the map updating unit 124 determines that neither the true value of the vehicle speed nor the true value of the deceleration exceeds the threshold, the map updating unit 124 stores the true value data in the storage unit 150. Next, the map updating unit 124 determines whether the estimated true value has been determined (step S115). The map updating unit 124 determines whether the true value has been determined based on whether the estimated true value is accurate. If the estimated true value is accurate, the true value is determined. If the estimated true value is inaccurate, the true value is not determined.

[0074] If the map updating unit 124 determines that the estimated true value is uncertain, the driving support device 100 ends. Figure 3 If the estimated true value is determined to be confirmed, the map updating unit 124 updates the emergency brake map 152 (step S117). In this case, the map updating unit 124 updates the required torque by one step in the branch number compared to the emergency brake map 152 before the update, for example.

[0075] Figure 4 152 is a diagram showing an example of the updated emergency brake map 152. For example, when the vehicle speed is 60 km / h and the deceleration is 0.5 m / s 2 In the case of , the required torque is updated from "A-1" to "A-2". Figure 4 In the emergency brake map 152 shown, the required torque is updated for all vehicle speeds and decelerations, but the emergency brake map 152 may be updated for a portion of the vehicle speeds and decelerations. For example, the map update unit 124 may update the required torque for the vehicle speed and deceleration whose true value is determined to be inaccurate. In this way, the driving support device 100 ends. Figure 3 The processing shown.

[0076] The driving support device 100 of the embodiment updates the emergency brake map 152 based on the true value obtained when cruise control is executed. Therefore, data obtained when cruise control, which is executed more frequently than emergency brake control, is used to update the emergency brake map 152 used when emergency brake control, which is executed less frequently, is used. Therefore, even if, for example, the brake pads of the brake device 300 wear and braking performance decreases, appropriate braking control can be performed by, for example, increasing the control amount for emergency brake control. Furthermore, even if the worn brake pads are replaced and braking performance improves, appropriate braking control can be performed by, for example, reducing the control amount.

[0077] Furthermore, in the above embodiment, the emergency brake map 152 is updated based on the estimated true value, but the cruise control brake map may also be updated. In the above embodiment, the deceleration setting unit 110, the deceleration torque calculation unit 120, and the brake control unit 130 are collectively provided within the driving support device 100, but these elements may be distributed across different devices.

[0078] For example, the cruise control unit 112 in the deceleration setting unit 110 may be provided as part of a cruise control device that performs both deceleration and acceleration. Alternatively, the deceleration torque calculation unit 120 may be provided in an integrated management unit (IMG), and the brake control unit 130 may be provided in an electric servo brake system (ESB) or a vehicle stability assist (VSA).

[0079] The above-described embodiment can be expressed as follows.

[0080] A driving support device comprising:

[0081] a storage device storing a program; and

[0082] Hardware processor,

[0083] The hardware processor executes the program stored in the storage device to perform the following processing:

[0084] calculating a first braking control variable for braking control;

[0085] calculating, based on a set reference, a second braking control amount for executing the braking control at a frequency lower than the frequency of executing the braking control based on the first braking control amount;

[0086] updating the set reference according to a relative relationship between an estimated braking behavior obtained based on the first braking control amount and an actual braking behavior obtained based on the first braking control amount; and

[0087] The braking control is performed.

[0088] Furthermore, the above-described embodiment can also be expressed as follows.

[0089] [Note 1]

[0090] A driving support device includes a processor configured to control braking of a vehicle.

[0091] The processor performs the following processing:

[0092] calculating a first brake control variable as a control variable for controlling braking of the vehicle;

[0093] controlling braking of the vehicle at a first frequency based on the first braking control amount;

[0094] calculating, based on a set reference, a second brake control amount as a control amount for controlling braking of the vehicle;

[0095] controlling braking of the vehicle at a second frequency lower than the first frequency based on the second brake control amount; and

[0096] The set benchmark is updated based on a relative relationship between a first behavior and a second behavior, wherein the first behavior is a behavior estimated to occur in the vehicle when the brake is controlled based on the first brake control amount, and the second behavior is a behavior actually occurring in the vehicle when the brake is controlled based on the second brake control amount.

[0097] [Note 2]

[0098] The processor may perform the following processing:

[0099] calculating a control amount of the braking when the speed of the vehicle is controlled according to a preset vehicle speed as the first braking control amount; and

[0100] The braking control amount when the speed of the vehicle is controlled to avoid a collision between the vehicle and an obstacle is calculated as the second braking control amount.

[0101] [Note 3]

[0102] The setting reference may be a map in which a braking control amount selectable as the second braking control amount is associated with the vehicle speed and deceleration when the vehicle speed is controlled to avoid the collision.

[0103] [Note 4]

[0104] The processor may update the set reference based on the plurality of relative relationships.

[0105] [Note 5]

[0106] The processor may perform processing to exclude target data whose difference with other data exceeds a threshold value from the data representing the plurality of relative relationships.

[0107] [Note 6]

[0108] A driving support method causes a computer to perform the following processing:

[0109] Control the vehicle's brakes;

[0110] calculating a first brake control variable as a control variable for controlling braking of the vehicle;

[0111] controlling braking of the vehicle at a first frequency based on the first braking control amount;

[0112] calculating a second brake control amount as a control amount for controlling braking of the vehicle based on a set reference;

[0113] controlling braking of the vehicle at a second frequency lower than the first frequency based on the second brake control amount; and

[0114] The set benchmark is updated based on a relative relationship between a first behavior and a second behavior, wherein the first behavior refers to a behavior estimated to occur in the vehicle when the brake is controlled based on the first brake control amount, and the second behavior refers to a behavior actually occurring in the vehicle when the brake is controlled based on the second brake control amount.

[0115] [Note 7]

[0116] A storage medium is a non-transitory storage medium that stores a program and can be read by a computer, wherein:

[0117] The program is used to cause a computer to execute the following processing:

[0118] Control the vehicle's brakes;

[0119] calculating a first brake control variable as a control variable for controlling braking of the vehicle;

[0120] controlling braking of the vehicle at a first frequency based on the first braking control amount;

[0121] calculating a second brake control amount as a control amount for controlling braking of the vehicle based on a set reference;

[0122] controlling braking of the vehicle at a second frequency lower than the first frequency based on the second brake control amount; and

[0123] The set benchmark is updated based on a relative relationship between a first behavior and a second behavior, wherein the first behavior refers to a behavior estimated to occur in the vehicle when the brake is controlled based on the first brake control amount, and the second behavior refers to a behavior actually occurring in the vehicle when the brake is controlled based on the second brake control amount.

[0124] While specific embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A driving support device, wherein: The driving support device includes: a brake control unit that performs brake control; a first calculation unit that calculates a first braking control variable of the braking control unit; a second calculation unit that calculates, based on a set reference, a second braking control amount for executing the braking control at a lower execution frequency than the execution frequency of the braking control based on the first braking control amount; as well as an updating unit that updates the setting reference based on a relative relationship between an estimated braking behavior obtained based on the first braking control amount and an actual braking behavior obtained based on the first braking control amount, The first calculation unit calculates the first brake control amount when the vehicle speed control corresponding to the set vehicle speed is executed. The second calculation unit calculates the second brake control amount when the emergency brake control is executed. The setting reference is a braking map including a braking control amount according to the vehicle speed and deceleration when the emergency braking control is executed.

2. The driving support device according to claim 1, wherein: The updating unit updates the set reference based on a plurality of relative relationships between the estimated braking behavior and the actual braking behavior.

3. The driving support device according to claim 2, wherein: If the target data is data whose difference with other data exceeds a predetermined threshold value among the plurality of relatively related data, the target data is excluded from the plurality of relatively related data.

4. A driving support method, wherein: The driving support method causes the computer to perform the following processing: calculating a first braking control variable for braking control; calculating, based on a set reference, a second braking control amount for executing the braking control at a frequency lower than the frequency of executing the braking control based on the first braking control amount; updating the set reference according to a relative relationship between an estimated braking behavior obtained based on the first braking control amount and an actual braking behavior obtained based on the first braking control amount; as well as executing the braking control, calculating the first brake control amount when executing vehicle speed control corresponding to a set vehicle speed, calculating the second brake control amount when executing emergency brake control, The setting reference is a braking map including a braking control amount according to the vehicle speed and deceleration when the emergency braking control is executed.

5. A storage medium storing a program, wherein: The program causes the computer to perform the following processing: calculating a first braking control variable for braking control; calculating, based on a set reference, a second braking control amount for executing the braking control at a frequency lower than the frequency of executing the braking control based on the first braking control amount; updating the set reference according to a relative relationship between an estimated braking behavior obtained based on the first braking control amount and an actual braking behavior obtained based on the first braking control amount; as well as executing the braking control, calculating the first brake control amount when executing vehicle speed control corresponding to a set vehicle speed, calculating the second brake control amount when executing emergency brake control, The setting reference is a braking map including a braking control amount according to the vehicle speed and deceleration when the emergency braking control is executed.

Images